Comprehensive Mobility Plan (CMP) – A Toolkit - Government

Government of IndiaMinistry of Urban Development

Preparing a Comprehensive MobilityPlan CMP – A Toolkit

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Preparing a Comprehensive Mobility Plan (CMP) – A Toolkit (Revised)

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Foreword

I have great pleasure in presenting the revised toolkit for the preparation of Comprehensive Mobility Plan (CMP) for a city. The toolkit has been prepared jointly by the Institute of Urban Transport (IUT) India, a team of researchers and consultants from premier institutions in India, the United Nations Environment Programme (UNEP), and UNEP DTU Partnership.The revision of the toolkit has been carried out under the advice of MoUD.

The current revision of the toolkitis based on experiences from the review of existing CMP implementation done by IUT & TERI, and the preparation of Low-carbon Comprehensive Mobility Plans under the UNEP project “Promoting Low Carbon Transport in India” for the cities of Rajkot, Vishakhapatnam and Udaipur. The preparation process has also involved consultation with experts (27) on the first draft on 17 October 2013 and with the city officials and other stakeholders from states (22) on 25 November 2013. Their inputs have made a valuable contribution to the revision of the toolkit.

The revised toolkit has a clear focus on climate change and sustainable development and takes forward the process of integrating the actions necessary for the transport sector as per the “National Mission on Sustainable Habitat,” for which MoUD is the nodal ministry. The toolkit provides a clear guidance for integrating the inclusiveness agenda within the transport planning processes with a strong focus on integration of land use and transport bringing the CMP closer to the development plans/master plans of the city.

I congratulate all those who have contributed directly and indirectly to this task.

Secretary

Ministry of Urban Development

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Preface

In 2008 Ministry of Urban Development (MoUD), with the assistance of the Asian Development Bank (ADB),prepared and issued a toolkit for the preparation of a Comprehensive Mobility Plan (CMP) for cities. MoUD encouraged cities to prepare CMPs before seeking funding for urban transport projects under Jawaharlal Nehru National Urban Renewal Mission (JnNURM). More than 50 cities have prepared CMPs using the CMP toolkit. A critical review of some of the CMPs submitted by city authorities, undertaken by IUT and TERI, revealed that CMPs have not followed the toolkit in letter and spirit and do not meet the requirement of social, economic and environmental sustainability of urban transport.

Since then as part of National Action Plan on Climate Change, Government of India constituted 8 missions on various themes of national importance including National Mission on Sustainable Habitat with Ministry of Urban Development as the nodal ministry for this mission. The mission aims at making urban habitats sustainable through urban planning techniques, modal shift in favour of public transport and non-motorised transport and to achieve reduction in CO2 emissions. The existing toolkit does not require and the CMPs have not estimated the long-term GHG (Green House Gases) emissions.

Simultaneously, the United Nations Environment Programme (UNEP) took up a project on promoting low carbon transport in India by taking up case studies of Udaipur, Rajkot and Vishakhapatnam. The project is endorsed by the Ministry of Environment and Forest, Government of India. As part of the project, a methodology has been developed for preparing Low Carbon Mobility Plan with a focus on improving the quality of local environment, social inclusiveness for all sections of society, genders and also reduction in GHG emissions.

Review and update of the toolkit for CMP was also necessary to incorporate various suggestions and recommendations of the expert committees and groups on urban transport and the policy enunciations by the Government of India in the recent past. Accordingly, Ministry of Urban Development directed IUT to review and revise the toolkit for CMP. IUT and UNEP discussed the work being done and agreed to collaborate and prepare the revised CMP toolkit.

The draft revised toolkit was discussed at the Expert Review Workshop held on 17th-18thOctober 2013 at IUT in which experts, study team members and other invitees participated. The agencies involved

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in the revision provided inputs for the identified sections of the toolkit. Inputs from various reports of the expert committees and groups on urban transport of the 11th and 12th five-year plans, working group report on urban transport for NTDPC, national mission on sustainable habitat, service level benchmarks, advisories issued by MoUD, code of practices for design of urban roads, global case studies on transport master plan such as London, Singapore and Bogota; have been taken into consideration while revising the toolkit. The revised draft toolkit was also discussed at a national level workshop held at Goa on 25-26 November 2013 with the city officials from various states across the country.

This revised toolkit for CMP has been prepared after taking the views of the experts, city officials and other stakeholders into consideration. Although it is based on the existing toolkit, the revised toolkit has almost been re-written. The authors have taken the methodology of the original CMP as the starting point toprepare the revised toolkit of the CMP, which has both low-carbon and inclusive transport agenda interwoven. It emphasises the need to promote sustainable urban transport and requires an assessment of improvement in GHG emission as a result of implementation of the CMP.

In terms of approach, the toolkit has moved from a deterministic forecasting approach to a more flexible scenario-based approach, relying on projections. The scenario-based approach takes two broad views for the future: i) which mimics the current development patterns and where the land use for future is closely tied to the master plan (or development plan) document and ii) where specific interventions for land use, infrastructures, public transport/non-motorised transport and the change in regulations for personal motorised transport are envisaged. The revised approach therefore allows the policy makers and stakeholders at the city level to make an assessment of the benefits they can gain from implementing the CMP approach.

In terms of comprehensiveness, the CMP toolkit has been modified to include new data collection formats so that information on different socio-economic groups and gender is explicitly collected and used for transport planning projections. The second change is with regards to environment and CO2 emissions which involvesthe collection of data on vehicles (related to energy and emissions characteristics). The third aspect is related to safety. The more important aspect is that all these data are used to create information on future sustainable and low carbon transport scenarios, which are quantified in terms of indicators for mobility and accessibility,infrastructure and land use; safety and security; environmental impacts (including CO2 emissions) and economic aspects. The indicators allow easy comparison with service-level benchmarks and can therefore aid policymakers and consultants at the city level.

The authors believe that the toolkit is a working document and after 5 years there could be a new context to which the toolkit may have to be adapted.

Institute of Urban Transport (India)

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Acknowledgement

The revised toolkit for Comprehensive Mobility Plan has been prepared for the Ministry of Urban Development (MoUD), Government of India, jointly by IUT and a team of researchers and consultants working on the UNEP project on “Promoting Low Carbon Transport in India”.

The team from IUT involved Mr. M.L. Chotani, Ms. Kanika Kalra and Ms. Vijaya Rohini Kodati whereas UNEP project team is comprised of Dr Anvita Arora, Dr. Subash Dhar, Mr. Ranjan Jyoti Dutta, Mr. Ravi Gadepalli, Ms. Deepty Jain, Prof. Darshini Mahadevia, Dr. Talat Munshi, Prof. P.R. Shukla and Prof. Geetam Tiwari.

The team expresses its heartfelt thanks to Shri O.P. Agarwal, D.G. IUT, Shri. B. I. Singal,Ex. D.G. IUT and Shri. S. K. Lohia,former OSD (UT) and Ex-officio JS MoUD for their advice and guidance from time to time in carrying out the revision of the toolkit.

The team would like to thank external experts, Ms Chhavi Dhingra, Ms. Akshima T Ghate, Prof. Sanjay Gupta, Ms. Nupur Gupta and Prof. Sewa Ram, who provided inputs for the toolkit at the expert workshop held at IUT on 17 October 2013. The team would also like to thank Ms. Kamala Ernest for her comments on the draft CMP and her constant support to the team.

The team would also like to thank participants from various cities, who provided inputs for the revision of the CMP toolkit at the workshop held at Goa on 25 November 2013.

The team would also like to acknowledge the consultants’ team who earlier prepared the CMP toolkit comprising Dr. Chiaki Kuranami, Mr. Christopher Rose and Mr. Satoshi Ogita under the technical assistance from Asian Development Bank.

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Table of Contents

Foreword .............................................................................................................................................................. v

Preface .................................................................................................................................................................vii

Acknowledgement................................................................................................................................................ix

Abbreviations and Acronyms ...............................................................................................................................xv

Section 1: Introduction ................................................................................................................................. 1

Background.............................................................................................................................................. 1

What is a CMP? ................................................................................................................................. 1

Need for Revision of CMP, 2008 ........................................................................................................ 2

Vision of a CMP ................................................................................................................................. 2

Scope of CMP .................................................................................................................................... 2

Surveys for CMP Preparation ............................................................................................................ 3

Main Features of CMP ...................................................................................................................... 3

Key Outcomes of a CMP .................................................................................................................... 3

Relationship Between a CMP and Other Existing Plans ........................................................................... 3

Relationship with CDP ....................................................................................................................... 4

Relationship with the Master Plan .................................................................................................... 4

Relationship with the CTTS ............................................................................................................... 5

Frequently Asked Questions on Comprehensive Mobility Plan ............................................................... 5

Preparing for a CMP: Where to Start? .............................................................................................. 6

Understanding Key CMP Tasks ................................................................................................................. 6

Section II: Task Descriptions .......................................................................................................................... 7

TASK 1: Defining the Scope of the CMP .................................................................................................. 7

Consultation for Validation of CMP ................................................................................................... 8

Task 2: Data Collection and Analysis of the Existing Urban Transport and Environment ..................... 8

Task 2.1 Review of the City Profile .................................................................................................... 8

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Task 2.2 Delineation of Traffic Analysis Zones ................................................................................... 9

Task 2.3 Review of Land Use Pattern and Population Density ........................................................ 10

Task 2.4 Review of the Existing Transport Systems ......................................................................... 12

Task 2.5 Study of Existing Travel Behaviour .................................................................................... 14

Task 2.6 Review of Energy and Environment .................................................................................. 14

Task 2.7 Service Level Benchmarks ................................................................................................. 16

Task 2.8 Analysis and Indicators (Comparison with Benchmarks) .................................................. 17

Task 3: Development of Business as Usual (BAU) Scenario ................................................................. 20

Task 3.1 Framework for Scenarios .................................................................................................. 20

Task 3.2 Socio-Economic Projections .............................................................................................. 21

Task 3.3 Land Use Transitions ......................................................................................................... 21

Task 3.4 Transport Demand Analysis ............................................................................................... 23

Task 3.5 Technology Transitions ...................................................................................................... 23

Task 3.6 CO2 Emissions and Air Quality .......................................................................................... 25


Task 4: Development of Sustainable Urban Transport Scenarios ........................................................ 30

Task 4.1 Framework for Scenario .................................................................................................... 30

Task 4.2 Strategies for Sustainable Urban Transport Scenario ........................................................ 31

Task 4.3 Transport Demand Analysis of Alternative Strategies for Sustainable Urban Transport .....33

Task 4.4 Technology Transitions under a Low Carbon Scenario ...................................................... 34

Task 4.5 CO2 Emissions and Air Quality (Refer to tasks 3-6.) .......................................................... 35


Task 5: Development of Urban Mobility Plan ...................................................................................... 36

Task 5.1 Integrated Land Use and Urban Mobility Plan .................................................................. 36

Task 5.2 Formulation of the Public Transport Improvement Plan ................................................... 37

Task 5.3 Preparation of Road Network Development Plan ............................................................. 38

Task 5.4 Preparation of NMT Facility Improvement Plan ................................................................ 38

Task 5.5 Freight Movement Plan ..................................................................................................... 39

Task 5.6 Mobility Management Measures ...................................................................................... 39

Task 5.7 Development of Fiscal Measures ...................................................................................... 40

Task 5.8 Mobility Improvement Measures and NUTP Objectives ................................................... 40

Task 6: Preparation of the Implementation Program .......................................................................... 41

Task 6.1 Preparation of Implementation Programs......................................................................... 41

Task 6.2 Identification and Prioritization of Projects ....................................................................... 41

Task 6.3 Funding of Projects ........................................................................................................... 42

Task 6.4 Monitoring of CMP Implementation ................................................................................. 43

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Section III: Methodology for Small Cities .................................................................................................... 45

Section IV: ANNEXURES ............................................................................................................................... 47

Annexure 1. Sample Survey Forms ....................................................................................................... 47

Annexure 2. Stakeholder Consultation ................................................................................................. 81 Annexure 3. List of NUIS Scheme Towns ........................................................................................ 85

Annexure 4. Data Collection Approach – Methodology and Sources ................................................... 89

Annexure 5. Four-Step Modelling ......................................................................................................... 94

Annexure 6. Emission Factors for Vehicle Fleets under Alternative Scenarios...................................... 99

Annexure 7. Sample TOR for Appointment of Consultant for Preparation of CMP ............................ 103

Annexure 8. Sample Work Schedule for Preparation of a CMP for a city ........................................... 111

Annexure 9. Sample Table of Contents of CMP Document ................................................................. 112

Annexure 10. Self-Appraisal Checklist to be filled by the consultant/client ........................................ 114

Annexure 11. Indicative Checklist for Evaluating CMPs ...................................................................... 120

Annexure 12. List of Maps to be Prepared .......................................................................................... 122

Annexure 13. Example of cross-classification method ........................................................................ 123

List of Tables

Table 1: Illustrative Comparison of Major Tasks of CMPs and other Existing Plans ...................................... 4

Table 2: Suggested Planning Area for Preparing a CMP Based on Population Size ....................................... 7

Table 3: Indicative Time for Preparing the CMP ........................................................................................... 8

Table 4: City Profile ....................................................................................................................................... 9

Table 5: Existing Transport Systems ............................................................................................................ 12

Table 6: Energy Balance .............................................................................................................................. 15

Table 7: Vehicle Inventory .......................................................................................................................... 15

Table 8: Data related to Emissions and Environment ................................................................................. 15

Table 9: Surveys to be conducted to incorporate SLB ................................................................................ 16

Table 10: Indicators to be Measured for Existing and Future Scenarios ..................................................... 17

Table 11: Vehicle Occupancy (Sample) ....................................................................................................... 27

Table 12: Vehicles: VKTs and Fuel Mix (Sample) ......................................................................................... 27

Table 13: CO2 Emission Coefficients for Different Fossil Fuels ................................................................... 28

Table 14: Emission of PM 2.5 ...................................................................................................................... 28

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Table 15: Differences in Four-Step Models for Alternative Scenarios ......................................................... 34

Table 16: Desirable Modal Split for Indian Cities (as % of Total Trips) ........................................................ 36

Table 17: TDM Measures Varying from Push and Pull Fators ..................................................................... 40

Table 18: Tasks to be followed for Small Cities ........................................................................................... 46

List of Figures

Figure 1: Fuel Mix for the BAU Scenario ..................................................................................................... 24

Figure 2: Fuel Economy Improvement in Cars ............................................................................................ 24

Figure 3: CO2 Intensity of Electricity from Grid .......................................................................................... 25

Figure 4: Overall Modelling Framework for CMP ....................................................................................... 26

Figure 5: Air Pollutant Concentrations Map, PM10 for Udaipur Using SIM air Model ............................... 29

Figure 6: Four Broad Strategies and Accompanying Policies Used for Sustainable Scenarios .................... 31

Figure 7: Fuel Mix for Transport in Sustainable Low Carbon Scenario ....................................................... 35

Figure 8: Fiscal Dependence of ULBs .......................................................................................................... 42

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Abbreviations and AcronymsADB Asian Development BankBAU Business as UsualBOO Build Own OperateBOOT Build Own Operate TransferBOT Build Operate TransferBPL Below Poverty LineBRT Bus Rapid TransitBT Build TransferBTO Build Transfer OperateCBD Central Business DistrictCDM Clean Development MechanismCDP City Development PlanCEA Central Electricity AuthorityCEF Composite Environment FeeCEPT Centre for Environmental Planning and TechnologyCMP Comprehensive Mobility PlanCNG Compressed Natural GasCO Carbon OxideCO2 Carbon DioxideCSOs Civil Society OrganisationsCTTS Comprehensive Traffic and Transportation StudiesDBFO / M Design Build Finance Operate / MaintainDBM Design Build MaintainDBOM Design Build Operate MaintainDMIC Delhi Mumbai Industrial CorridorDP Development PlanDPR Detailed Project ReportEB Enumeration BlockEPCA Environment Pollution Control Authority

Abbreviations

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FAQs Frequently Asked QuestionsFAR Floor Area RatioFSI Floor Space indexGHG Green House GasesGIS Geographic Information SystemHC HydrocarbonHH HouseholdHSD High Speed DieselHUDCO Housing and Urban Development CorporationIDFC Infrastructure Development Finance CompanyILFS Infrastructure Leasing and Financial ServicesIPCC Inter-governmental Panel on Climate ChangeITS Intelligent Transport SystemIUT Institute of Urban Transport (India)JICA Japan International Cooperation AgencyJnNURM Jawaharlal Nehru National Urban Renewal MissionLCMP Low-Carbon Comprehensive Mobility PlanLCS Low Carbon ScenarioLCV Light Commercial VehicleLPG Liquefied Petroleum GasLRT Light Rail TransitMFA Multilateral Funding AgencyMLA Member of legislative AssemblyMoUD Ministry of Urban DevelopmentMP Member of ParliamentMRT Mass Rapid TransportationMtoe Million Tonne of Oil EquilentMTW Motorised Two / Three WheelerNAMA Nationally Appropriate Mitigation ActionsNAPCC National Action Plan on Climate ChangeNGOs Non Governmental OrganisationsNHAI National Highway Authority of IndiaNMT Non-Motorised TransportNOx Nitrogen OxideNSSO National Sample Survey OrganisationNUIS National Urban Information SystemNUTP National Urban Transport PolicyPBS Public Bicycle SharingPM Particulate MatterPPP Public Private Partnership

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PT Public TransportPUC Pollution Under ControlROW Right of WayRTA Regional Transport AuthoritySC Scheduled CasteSLB Service Level BenchmarksSOx Sulphur OxideSUV Sports Utility VehicleTAZ Traffic Analysis ZoneTDM Travel Demand ManagementTERI The Energy and Research InstituteTOD Transit Oriented DevelopmentUIDSSMT Urban Infrastructure Development Scheme for Small and Medium TownsULBs Urban Local BodiesUMTA Unified Metropolitan Transport AuthorityUNEP United Nations Environment ProgrammeUNFCCC United Nations Framework Convention on Climate ChangeUT Urban TransportUTF Urban Transport Fund

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Section I:

Introduction

Background

Cities are rapidly becoming the engines of economic growth all over the developing world. In India, though only about 30% of the national population resides in urban areas, they generate over 60% of the GDP. It is also expected that cities will propel the future growth of the country. It is, therefore, essential to ensure that these urban centres are well equipped in terms of infrastructure, if India is to continue on its growth trajectory.

It is in this context that the Government of India has decided to promote 100 “Smart Cities” in the country. These will be an initial set of pilots, with the ultimate objective of making all our cities smart cities. Urban Mobility or the ease of being able to move from one place to another is at the core of a “Smart City”. A highly efficient transport system, which offers easy access to jobs, education, healthcare and other needs, is essential. To ensure mobility for all, cities need to develop a comprehensive urban transport strategy. Under the present scenario, urban transport projects are prepared and implemented in a piecemeal manner and generally not integrated with land use pattern. Some cities do prepare urban transport master plan by conducting traffic and transportation studies, but such plans mainly focus on vehicle movement and do not pay enough attention to the mobility of people and goods. The major emphasis in these plans remains on extensive infrastructure development such as road network, flyovers, improvement of road geometry, regulatory measures etc. The mobility of people as a whole is not addressed appropriately.

The concept of Comprehensive Mobility Plan (CMP) is to have a long-term vision for desirable accessibility and mobility pattern for people and goods in the urban agglomeration. It focuses on the mobility of people to address urban tranpsort problems and promote better use of existing infrastructure (i.e., improvement of public transport, pedestrian and NMT facilities). which as such leads to the integration of land use and transport development and is essential to building smart cities.

What is a CMP?

CMP is a vision statement of the direction in which Urban Transport in the city should grow. It should cover all elements of Urban Transport under an integrated planning process.

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Need for Revision of CMP, 2008

The toolkit for preparation of CMP was first prepared by MoUD in association with ADB in August 2008. The focus of the toolkit was on the following:

1. To optimize the “mobility pattern of people and goods” rather than of vehicles

2. To focus on the improvement and promotion of public transport, NMVs and pedestrians, as important transport modes in Indian cities

3. To provide a recognized and effective platform for integrating land use and transport planning

4. To focus on the optimization of goods movement

However,to address the various mobility aspects of Smart Cities and the growing concerns of social and environmental sustainability of cities, a need was felt to review the existing guidelines and provide new guidelines for cities to plan and meet the growing challenges of overall sustainability.

The revised toolkit would ensure the following:

• A low-carbon mobility growth scenario for the city

• Equity to all sections of the society including urban poor and differently abled

• Service level benchmarks incorporation

Vision of a CMP

The CMP is a long-term vision for desirable accessibility and mobility pattern for people and goods in the city to provide, safe, secure, efficient, reliable and seamless connectivity that supports and enhances economic, social and environmental sustainability.

Scope of CMP

The preparation of CMP includes the following steps:

a) Understand the present travel characteristics and forecast travel demand for the planning horizon.

b) Estimate emissions from urban transport based on the travel demand and technological choices.

c) Integrate transport options with land use structure and develop alternative scenarios for sustainable transport.

d) Work out the mobility plan which is economically, socially, environmentally and technologically sustainable and be an integral part of development plans / master plans.

e) Suggest an implementation programme for a successful execution of the selected interventions.

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Surveys for CMP Preparation

For the preparation of Comprehensive Mobility Plan, the required information will be collected and compiled through primary surveys and secondary sources as per the survey formats listed in Section IV (Annexure 1). It provides a comprehensive list of formats required for all cities of population greater than 1 lakh, however for smaller cities some of the data may not be needed

Main Features of CMP

The main features of CMP are the following:

a) Prioritise mobility for all socio economic groups and genders.

b) Give adequate attention to sustainable modes of transport (i.e., public transport, pedestrians and non-motorised).

c) Provide a recognised and effective platform for integrating land use and transport planning.

d) Integrate impacts of transport on local air quality,emissions, safety and social aspects.

e) Focus on the optimisation of goods transport.

Key Outcomes of a CMP

The CMP should lead to the following outcomes in the long term:

a) Improvement in mobility for all socio-economic groups and genders

b) Improvement in air quality of Sustainable Urban Transport Scenario with reference to the BAU scenario

c) Improvement in safety and security for pedestrians, NMT and liveability in the city

d) Increase in sustainable transport mode share and a decrease in private motor vehicle use

e) Achievement of desirable indicators and benchmarks

f) Integral part of Master Plan

Relationship Between a CMP and Other Existing Plans

There are a few important plans and studies that need to be referred to when a CMP is prepared.For example: City Development Plans (CDPs), Master Plans and Comprehensive Traffic &Transportation Studies (CTTS) if available. A comparison of these plans and studies with the CMP is summarized in Table1.

Introduction

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Table 1: Illustrative Comparison of Major Tasks of CMPs and Other Existing Plans

CDP Master plan

CTTS CMP (2008)

Revised CMP

Review of existing transport system ü ü ü ü

Transport demand survey ü ü ü

Review of land use plan ü ü ü ü

Analysis of urban transport situations ü ü ü

Preparation of future land use scenario ü ü ü

Future transport network scenario ü ü ü

Future technological scenarios ü

Transport demand forecast model ü ü ü

Model impacts on all sections of society and modes ü

Network evaluation ü ü

Model CO2 emissions and air pollutants ü

Impact analysis of scenarios on measurable indicators ü

Preparation of mobility framework ü ü

Formulation of urban transport measures ü ü ü ü ü

Social and environmental impact assessment ü ü

Institutional scheme for project implementation ü ü ü

Preparation of implementation programs ü ü ü ü

Stakeholder consultation ü ü ü ü ü

Periodical update and maintenance ü ü ü

Relationship with CDP

A City Development Plan (CDP) is a broad framework that identifies urban infrastructure requirements in various sectors, such as water supply, solid waste management, storm water drainage, sewerage, etc. CDPs rarely adopt a scientific approach to assess transportation needs of the cityand do not include a clear strategy for long-term urban transport development.However, they provide valuable information regarding the existing and future development of the urban area, which are essential while planning for the horizon year.

Relationship with the Master Plan

A Master Plan (or Development Plan) is a statutory document for guiding and regulating urban development. It defines the future area for urbanisation, and addresses planning issues for various sectors. The section on transport in the plan contains development measures such as road network (arterials, collectors, and distributors etc.), parking facilities and mass rapid transit systems. Amaster plan, wherever available, should serve as an input to the CMP. In this process, the CMP reviews the future land use patterns in the master plan from a mobility

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optimisation point of view and selects a preferred pattern of land use / transport integration as necessary. If the recommendation by the CMP on urban growth pattern differs from the one in the master plan, the CMP recommendation may be reflected in afuture version of the master plan. This would also ensure integrated planning which is the key ingredient for smart cities, For cities where master plan is not available, the CMP may be used as the starting point for preparation of the master plan.

Relationship with the CTTS

Some cities have already conducted CTTSs by examining traffic and transport issues and recommending improvement measures. While CTTS focuses on vehicle flows, the CMP will concentrate on the mobility of people. CTTS does not develop scenarios as the CTTS is basically a transport sector study. However the model developed for the CTTS can be used for the further development of scenarios while preparing the CMP. Also it may provide useful strategies and future network, which are essential for developing the plan for the future..

Frequently Asked Questions on Comprehensive Mobility Plan

Who should use this toolkit?

Targeted users of this CMP toolkit include policy makers, city authorities and consultants. The toolkit provides:

1. Guidance in setting CMP visions/objectives for policy makers;

2. The structure and process of CMP development for city authorities;

3. Detailed tasks to be performed by consultants for preparation of CMP; and

4. A guidance for the policy makers and city authorities on what to expect from the consultants.

Who should be responsible for the preparation of CMP?

City authorities should be responsible for the preparation of CMPs. During the process of the CMP preparation, a wider consultation with key stakeholders like the Development Authority, Municipal Corporation, ULBs, RTO, etc. is recommended to organize seminars and workshops to obtain feedback from the stakeholders.

Why do CMPs need to be prepared BEFORE the feasibility studies of specific projects?

To ensure sustainable development of cities, it is essential that a city-wide macro-level plan is prepared, which identifies and prioritises projects. CMP is that macro-level plan for the city. Feasibility studies and DPRs of prioritised projects identified in the CMPwill give best value for money.

How much detail is required in the recommended policy measures included in a CMP?

Although a CMP serves as a visionary document, it should also provide a clear and logicalmethodology to achieve the objectives. As such, any project recommended in a CMP should broadly identifyan implementation organisation.A further study, required for feasibility assessment and detailed design, should beperformed after the CMP is approved.

Introduction


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Do CMPs need to be updated regularly?

Yes. Since cities are constantly changing, it is recommended that every city updates its CMP atleast once in every five years.

Preparing for a CMP: Where to Start?

A Master Plan1 for the city can be taken as a starting point for preparation of CMP. Land use structure and transport proposal indicated in the master plan can serve as guidance for the BAU scenario. CMP however analyses alternative land use scenarios and accordingly the required changes in the land use structure may be suggested to be incorporated in the revised version of the master plan.

Understanding Key CMP Tasks

The major tasks to develop a CMP are set out below. Detailed task descriptions are given in Section II

Task 1: Defining Scope of the CMP

Task 2: Data Collection and Analysis of the Existing Urban Transport Environment

Task 3: Development of Business as Usual (BAU) Scenario

Task 4: Development of Sustainable Urban Transport Scenarios

Task 5: Development of Urban Mobility Plan

Task 6: Preparation of the Implementation Program

1Most of the cities have a Master Plan; if not available then any other available Development Plan can be used as a reference.

TASK1: Defining the Scope of the CMP

The first step in preparing a CMP is to define the scope of the project. The consultant must prepare an Inception Report clearly indicating the following details:

l Planning area

l Planning horizon

l Work Plan

l Vision

Planning Area

The planning area should cover the urban agglomeration or metropolitanarea orcity region as identified in the master plan/regional plan. In many aspects, the master plan should be used as a base for preparingthe CMP. The suggested planning area based on the city population size is given in Table 2.

Table 2: Suggested Planning Area for Preparing a CMP Based on Population Size

Size of City ( population in lakhs) Planning Area

Metro city (> 10) Metropolitan area/Region (as identified by state government)

Large city (5 – 10) Notified Planning area(as indicated in the Master Plan)

Other city (<5) Municipal area/Urban Agglomeration

A CMP must address not only city transportation needs but also the needs for regional connectivity with satellite towns and Special Economic Zones (SEZs). As suchthe planning area for the CMP needs to includethe urban agglomeration.

Section II:

Task Descriptions

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Planning Horizon

If we consider that CMP leads to investments in transport infrastructures with long-term impacts on climate change and other issues, its planning horizon should be at least 20 years. In addition, immediate (optional), short-term and medium-term target with a range of 2 (two), 5 (five) and 10 (ten) years,respectively, should be included. The CMP horizon should be aligned with the Master Plan horizon, as much as possible.

Work Plan

The average period for preparation of CMP is estimated to be about 12 months for the study area with a population of about twenty lakh (two million). However this schedule is indicative and will vary depending on the city’s size, availability of data and time for collection of information (Table 3). A typical work schedule and time frame for preparing a CMP is shown in Annexure 8.

Table 3: Indicative Time for Preparing the CMP

Size of city ( population in lakhs) Average time for preparation (in months)

< 5 8

5 – 20 12

20 – 40 18

> 40 24

Vision for the City

A vision statement for the direction of the city’s transport system should be based on the diagnosis of the current public transport, mobility, urban transport environment and the future urban growth scenario. It must be in line with the overall vision of the city’sgrowth indicated in the master plan.

Consultation for Validation of CMP

CMP is a roadmap document with a long-term inclusive and integrated vision. The intent of the proposed consultation process is to validate the CMP document through discussions with stakeholders/agencies, which will play an important role during the implementation of the CMP. The stakeholders should be consulted at all stages of preparation of CMP. A note indicating the stages of consultation with various stakeholders is givenin Annexure2.

Task 2: Data Collection and Analysis of the Existing Urban Transport and Environment

Task 2.1 Review of the City Profile

To study the city’s present socio-economic profile and trends over a period of time, the consultant should collect data from secondary sources on land area, administrative boundaries, regional linkages, demography and socio-economic characteristics. Table 4 summarises the data requirements for the city profile in CMP.

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Table 4: City Profile

Data required Description Source for Primary Data Data level

Location Geographical locationMaster plans of the city and region if available/ CDP

City wide

Land area

Total land area Master plan of the city and region City wide

Growth pattern Master plan of the city and region City wide

Identification of notified areas Master plan of the city and region City wide

Regional linkages Road & Rail Network Master plan/CDP City wide

Demography

Population growth trends by census wards or enumeration blocks

Census City wide

Number and size of house hold Census City wide

Age-sex pyramid Census City wide

Socio-economic data

Populat ion by income / expenditure on transport at TAZ or ward level

If city level GIS data available or enumeration block data of the census and primary surveys

City wide

Vehicle ownership (including bicycles) by social group

RTO, other local agencies / primary surveys

City wide

Task 2.2 Delineation of Traffic Analysis Zones

For the purpose of analysis and development of travel demand forecasting model, the study area is required to be subdivided into smaller areas known as Traffic Analysis Zones (TAZs) or Zones as they are commonly referred to. Zones are an aggregation of various units such as households work place, shopping area, and other activities, which cannot otherwise be represented individually.TAZs which are located inside the planning area, as defined in Task 1, are called internal zones. The areas, outside the study area are aggregated into larger zones along the major directions of travel and are termedas external zones. These zones help analyse trip interactions between internal-internal, internal-external, external-external and external-internal.

The Basis of Zoning

TAZs are delineated taking into account various factors such as administrative boundaries, physical barriers like water bodies, railway lines, highways and homogeneous land uses.

There are no standards to delineate the TAZ boundaries but thefollowing criteria can help in guiding the delineation of TAZ boundaries:

1. Administrative boundaries:TAZ boundaries should follow administrative boundaries, including those of municipal corporations, villages, investment areas, and so on. Within these boundaries, TAZs should follow census ward boundaries.This is to ensure availability of secondary information like population, land use and other socio-economic information which can be useful to start with. In case a master plan is available, the zones or sub-zones of the city as indicated in the plan may be used.

Task Descriptions

10


2. Physical barriers in the city like rivers, lakes, canals, railway lines may be considered for delineating TAZ.

3. Road network and public transport (PT) network in the study area: The zone size would also get affected by the road and PT network in the study area.

4. Homogeneity in land use: This is another important consideration. For example, major centres like industrial areas or major residential pockets should be considered as a single zone.

5. Special traffic generators at regional / city level like railway station, sports complexes / major freight centres etc. might be considered as separate zones.

Zone sizes

Within the developed area of the parent city, the zone sizes should be as uniform as possible. If some zones are much bigger than the others, a significant number of trips will be made within the zone (intra-zonal trips) that will not reflect on the network.

As a general guide, a population of 1,000 – 3,000 is optimum for a small area and a population of 5,000 – 10,000 may be optimum for a large area2. If the study area includes outskirts and peripheral areas around the city which are not fully developed, these may be merged with the existing administrative zones at which socio-economic, census, etc data is available.

Task 2.3 Review of Land Use Patternand Population Density

Once the zones for the study area have been defined, the next step is to collect data in which, slums should also be considered as a part of residential land use and not a separate land use. And also residential land use zones should have income groups marked as well. This can be done by using data on household assetsand the type of building (available from property tax data/ household survey3) as a proxy. If data on household assets is not available then the disaggregation of residential land use into income groups can also be done by using per capita floor area as a proxy, which can be calculated using the formula given below:

per capita floor area =household area

(no.of members in the household)

Housing characteristics can be a useful indicator of income. The per capita floor space4 is also an indicator of a low-income household.

Land Use Data

CDP or master plans are the prime data sources for reviewing existing land-use patterns. However, there are well-documented concerns about poor enforcement of development control in India5, and development plans

2 Source: 1. Traffic Engineering & Transport Planning, Dr L.R. Kadiyali 2. A Recommended Approach to Delineating Traffic Analysis Zones in Florida, Cambridge Systematics, Inc. & AECOM Consultant 3 Refer Task 2-5 4 The per capita floor area, derived by dividing total floor area of the dwelling unit by household size (members). 5 See Pucher, J., et al. (2005). “Urban transport crisis in India.” Transport Policy 12(3): 185-198.; Dimitriou, H. T. (2006). “Towards a generic sustainable

urban transport strategy for middle-sized cities in Asia: Lessons from Ningbo, Kanpur and Solo.” Habitat International 30(4): 1082-1099., Alan, T. (1992). “Urban planning in the developing world: Lessons from experience.” Ibid. 16(2): 113-126.,

11

and master plans often do not represent actual development on the ground6. An alternative source for land use information collected by the National Urban Information System (NUIS)7 Scheme may therefore be used. A list of 152 cities for which GIS data is available under NUIS is enclosed in Annexure 3.

In cities where NUIS data is not available, CDPs or Master Plans can be used in conjunction with property tax data, which is available from the respective municipal corporation. The pattern of land use needs to be analysed, for land/floor area consumption per land use in each TAZ. This indicator is represented as a percentage of land under each land use. The ratio of residential land use and employment-generating land use has been found to have a significant influence on travel distance and choice of walking, bicycle and public transport modes. This is generally measured as a ratio of the number of jobs to the number of household in each zone. Similarly, an indicator that influences the distance individuals travel for obligatory activities like shopping, recreation, etc. has been included as a question in the household survey (Annexure1 and 4).

Analysing Density

In addition to residential densities, job densities must also be studied and analysed. Ward-level decadal data on population is available from the Census of India and can be used for the analysis. To estimate the number of persons/job per unit area, the following equation may be used:

No. of persons/job per unit area =Rj

ARj x AJj

Where,Rj = no of residents in a zoneARj = area under residential purpose landuse in the zoneAJj = no.of jobs in the zone to the area under land uses that generate these jobs respectively

Another important parameter to be analysed is the Floor space used per activity per unit area, which is estimated as:

Floor space used per activity per unit area = number of floors x land use (activity)

Using floor space per activity as an indicator will help compare the BAU urban development projection with sustainable urban policy scenarios. For example, comparing land use scenarios when a different Floor Space Index8 (F.S.I) norm is introduced may reveal changes in either the per-activity consumption of floor space or in the sheer number of activities available in the same amount of land as before.

6 See Munshi, T. (2013). Built form , Travel Behaviour and Low Carbon Development in Ahmedabad, India. Faculty of ITC. Enschede, the Netherlands, University of Twente. PhD.

7 Available online at http://urbanindia.nic.in/programme/lsg/nuis.htm ).

8 Ratio of built-up area to land area

Task Descriptions

12


Task 2.4 Review of the Existing Transport Systems

A review of existing transport infrastructure and facilities needs to be done for all transport modes including public transport (private and public), private vehicles, walking, cycling, cycle rickshaw, auto rickshaw, shared auto rickshaw, etc. For this purpose, a number of surveys need to be conducted. The data collected must be visually represented, such as on maps, to avoid any ambiguity.The information that needs to be collected is given in Table 5. The maps that need to be prepared are given in Annexure 11.

Table 5: Existing Transport Systems

Data required Data level Source

1) Road Network Inventory

Infrastructure for pedestrians

Footpath (Survey format 1b) Sample Primary Survey

Intersections (Survey format 2)Sample Primary Survey

Access (Survey format 1b)

Infrastructure for bicycle and cycle rickshaws

Lanes (Survey format 1c) Sample Primary Survey

Intersection treatment (Survey format 2)

Sample Primary Survey

Public transport (bus) - In absence of bus services, a similar analysis can also be made of the shared rickshaw services.

Infrastructure (Survey format 7c)


Bus stop (Survey format 7a & b) Sample Primary Survey

Road Network Inventory

Road infrastructure (Survey format 1a)


Intersections (Survey format 2) Sample Primary Survey

Parking (Survey format 4) Sample Primary Survey

2) Public Transport System – City Bus, and also for other mass transit systems if any (Metro, LRT, etc)

Fleet usage detail

Number of buses by type of bus (standard, mini, low floor), fuel used and age

Citywide ULB & RTO

Fleet utilization rate Citywide

State Road Transport Corporation (SRTC) report & city’s bus company if any

Vehicular kilometers Citywide SRTC report

Average kilometers per bus per day

Citywide SRTC report

Percentage occupancy- peak hour and average

CitywideSRTC report & city’s bus company if any

Total passengers per day Citywide SRTC report

13

Data required Data level Source

Route detail

Route inventory along with bus stops CitywideSRTC report & city’s bus company if any

Headway on different routes

Sample Primary SurveyAverage route speed

Service reliability

Cost and fare

Operation cost per km

CitywideSRTC report & city’s bus company if any

Tax levied

Fare structure & Mobility card (Pass)

Revenue per km

Profit/loss

3) Para-Transit System - This is not an exhaustive list of options and can be extended to include water transport, ropeways, etc

Fleet usage detail

Type of ownership

CitywideRTO, para-transit workers’ union & survey

Number of para-transit by type (shared and personal autos), fuel used and age

Vehicular kilometres

Route detail Route inventory for shared auto Citywide RTO

Average waiting time for auto, cycle rickshaw and shared auto

Samplepara-transit workers’ union

Cost and fare

Operation cost per km

Citywidepara-transit workers’ union

Tax levied

Fare structure

Revenue per km

Profit/loss

4) Freight Transport

Freight vehicle Survey (Survey Format 9)

Origin and destination points

Sample Primary SurveysParking areas for freight vehicles and cost

Vehicle typology

5) Traffic Conditions on Roads (TVC, delay and queue length)

Traffic countScreen line by modes

Sample Primary SurveysAt intersection by modes

Delay and queue lengthDelay by mode

Travel speed by mode

6) Traffic Safety

Number of victim involved in traffic fatalities and location

By victim mode City level Traffic police FIR

By impacting vehicle

The data collected and the model developed should be publicly shared on the Knowledge Management Centre, IUT and with the cities.

Task Descriptions

14


Key locations for data verification must be identified through a process that must be communicated in the CMP to capture a wide range of possible origins and destinations. However, the number of points and counts will vary depending on the travel characteristics and demographics of the study area. Locations must be balanced between those immediately adjacent to city centres/business districts and those on the urban periphery.

Task 2.5 Study of Existing Travel Behaviour

Two important considerationsshould be taken into account while collecting data on travel patterns. The collected data should coverthe travel behaviour of all individuals within a household, and the data should besegregated by mode and trip purpose. The household survey is designed to capture access time of the trip, trip purpose, the address of the trip starting and ending points, mode of travel for each stage of the journey 9 and to represent people’s perceptions towards different modes of transport in terms of time, cost, comfort, safety and security. The questionnaire is divided into two parts:

1. General or household questionnaire

2. Individual questionnaire

Details of the household survey are given at Annexure 1 (Survey Format 11).

Task 2.6 Review of Energy and Environment

Energy consideration is oneof the key concerns of a “Smart City”. Quantifying energy consumption for transport is important for estimating the CO2 and local air pollution emissions from transport-related activities. To create a complete picture, both top-down and bottom-up approaches for estimating energy consumptions are required. The top-down approach relies on information provided by energy suppliers such as oil companies, electricity department, etc.(generally a few) and the bottom-up approach relies on a primary survey of vehicle users to assess the energy consumption of different vehicle categories, which are then combined with the in-use vehicle population to provide an estimate for total energy use within a city.

Energy Balance

Energy balances are a way of representing aggregate energy flows from energy suppliers to energy consumers and are used as an accounting tool for estimating energy-related emissions. In general, energy balances cover all fuels; however since the focus here is on transport, only diesel, petrol, LPG, CNG and electricity will be covered. A simplified energy balance formatfor energy consumption at the city level within the transport sector is provided in Survey format 12.

9 What is a “trip” – It as a journey carried out for a unique purpose. e.g. “Shabari walks from her house to a roadside stand to buy some fruit, then boards a bus, then transfers to a suburban train. Finally she takes a rickshaw to her daughter’s school. She and her daughter take a ride with a friend in her car to a coffee shop.” She performs 5 trips in total. The different modes which she uses for each trip are walk, bus, train, rickshaw, car.

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Table 6: Energy Balance

Data required Description Data Source Data level

Consumption of fossil fuels for transportation

Diesel, petrol, CNG, LPG consumption within the city on the basis of sales made by retail outlets and company operated depots / outlets

Oil companies City

Consumption of electricity for transportation

Electricity consumed for metro /trams / sub urban trains

Railways &mass transit operators

City

Vehicles: Fuel Types and Efficiency

The vehiclestock can be obtained from the vehicle registration records (Survey format 13).However,these records include no details regarding how many of these vehicles are actually in use, how much they travel on an average in a year, what fuel they use, or what theirfuel economy is. These details need to be obtained by conductinga primary survey of vehicles at petrol pumps (Survey format 14) and refer to Annexure4 for a sampling approach.

Table 7: Vehicle Inventory


Vehicle Inventory (Survey format 13)

Stock of vehicles by year of manufacture (passenger and goods)

Roadtransport authority &survey

City

Vehicle efficiency(Survey format 14)

Efficiency characteristics of vehicle categories with vintage (mileage, average vehicle kms travelled)

Survey at petrol pumps Sample

Ambient Air Quality

The data related to ambient air quality is helpful for understanding the impact of transport on air pollution. In some cities,the pollution control department has installed measurement instruments in a few places within the city. However, data on ambient air quality isnot available for all cities, and in such cases the data of cities of similar characteristics can be used.The data collected for air quality is required for calibration of air quality models10.

Table 8: Data related to Emissions and Environment


Air quality levels NOx, CO, SOx, Particulate Matter PM10, 2.5 concentration by location

Pollution control boards Sampling stations only

10 More details on air quality models are available from Urban Emissions websitehttp://www.urbanemissions.info/

Task Descriptions

16


Task 2.7 Service Level Benchmarks

Infrastructural data have to be collected other than the data listed in Table 4, 5&8. This data should then be compared with the service-level benchmarks to understand the level of service provided to the citizen of certain specified parameters. There will be a regular check on the level of service provided, so that the level of service can be improved accordingly. The data to be collected for service-level benchmarking are given in Table 9.

Table 9: Surveys to be Conducted to Incorporate SLB

S. No. Benchmarks Area to be covered Primary Survey Required

1. Public Transport facilities Key public transport corridors along the city

l Boarding Alighting at major bus stops of identified routes

l Passenger count inside the bus on identified routes

2. Pedestrian Infrastructure facilities

Arterial / sub arterial roads / Key Public transport corridors along the city

l Collect phasing plan of a signalised intersections in a city

l Measurement of intensity of street light by lux meter

l Footpath length having minimum width of 1.2 m or more

3. Non-Motorised Transport (NMT) facilities

Arterial roads / sub arterial roads / Key Public transport corridors along the city

l Dedicated NMV track having minimum width of 1.5m or more

l Measurement of parking area on dedicated Cycle track Signalized Intersection count

4. Level of Usage of Intelligent Transport System (ITS) facilities

City Municipal area / Planning boundary

l Count of signalized intersections, bus stops, terminals, metro stations etc

5. Travel speed (motorised and mass transit) along major corridors

Arterial roads / sub arterial roads / Key Public transport corridors along the city

l Speed and Delayl Journey time of bus at identified

bus route

6. Availability of Parking spaces Arterial roads / Sub arterial roads / Key Public transport corridors along the city

l Parking survey

7. Road Safety City Municipal area / Planning boundary

Nil

8. Pollution levels City Municipal area / Planning boundary

Nil

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S. No. Benchmarks Area to be covered Primary Survey Required

9. Integrated Land Use Transport System

City Municipal area / Planning boundary

l Land use observation survey along transit corridors

l Total length of roads having ROW 9m and above

l Total length of roads having exclusive BRT/Metro/LRT

10. Financial Sustainability of Public Transport by bus

ULB / Parastatal agency Nil

The survey locations and detail data analysis of each survey should be captured in the report so as to maintain consistency in measurement or survey locations over time.

Task 2.8 Analysis and Indicators (Comparison with Benchmarks)

Indicators provide an easy way to communicate a city’s transport status, or to make comparisons across alternative scenarios. The indicators for transport at the city level11 (see Table 10) can be broadly divided into i) indicators for mobility and accessibility; ii) infrastructure and land use; iii) safety and security; iv) environmental impacts; and v) economic (Response indicators). Most of the indicators can also be directly linked to the Service-Level Benchmarks12.

The details of the selected indicators (relevance) have been furnished in reports oncity-level indicators. However, some of the indicators, specifically related to investment trends and impact on affordability, might be difficult to use for business as usual (BAU) and alternate scenarios (Table 10).

Table 10: Indicators to be Measured for Existing and Future Scenarios

Indicator type Description Measurement / data source Existing Future scenarios

Mobility and Accessibility

Modal shares

Modal shares by trip purpose i.e. work, education, health and others13

Modal Shares by mode i.e., 2wheeler, car, bicycle, bus, Auto, Shared Auto, Metro, Etc

Household surveys and some relevant data may also be available in City Traffic and Transport Study (CTTS) and Comprehensive Mobility Plan (CMP)

ü ü

Modal shares by social groups i.e. by income, women headed household

National Sample Survey Organisation (NSSO) data and household surveys

ü ü

13 The indicator classification is based on city level indicators developed for the cities in UNEP project for Low Carbon Comprehensive Mobility Plan. Available at http://www.unep.org/transport/lowcarbon/newsletter/pdf/ANNEXURE%202%20City%20level%20Indicators_%204oct.pdf

14 Service-Level Benchmarks for Urban Transport Available at http://jnnurm.nic.in/wp-content/uploads/2010/12/SLB-Urban-Transport.pdf

15 Needs to be measured for all modes including pedestrians, bicycles, public transport (bus formal), public transport (tempos), para-transit (cycle rickshaw), para-transit (auto), motorized two wheeler and cars

Task Descriptions

18



Travel time

Average travel time by trip purpose i.e. work, education, health and others using different modes

Household surveys or use validated four step model for different cities

ü ü

Trip purpose wise average travel time disaggregated by social groups

Four step model to capture travel time by specific social groups for different trip purpose

ü ü

Trip length

Average trip length (ATL) frequency distribution(for all modes including walk, cycle, bus, para-transit and private vehicle)

CMP or CTTS for specific cities or four step model

ü ü

Mode wise ATL disaggregated by social groups

Household survey ü ü

Trip purpose wise ATL disaggregated by social groups

Household survey or relevant data from NSSO

ü ü

Passenger Kilometre (PKM) & Vehicle Kilometre (VKM)

Mode wise PKM & VKM Trip purpose wise PKM & VKM

Four step model to capture travel time by specific mode for different trip purpose

Infrastructure and Land use

Infrastructure quality

Average speed on roads of different modes

Available in CTTS, CMP and City Development Plan (CDP) for specific roads in cities

ü ü

Percentage of household within 10 min walking distance of PT and para-transit stop

Needs to be calculated based on the PT stop inventory and number of households in census records

ü ü

Average number of interchanges per PT trip

Household surveys ü ü

Accessibility of disadvantaged groups by different modes

More specific indicators to be able to measure accessibility for disadvantaged people needs to be developed and data be collected

ü ü

Land use parameters

Land use mix intensity Job-housing balance determined using census data available at ward or electoral block level

ü ü

Income level heterogeneity Concentration index of different income groups in a zone determined by the asset ownership or housing type data in census-households

ü ü

Kernel density of roads, junctions and PT stop

Requires road inventory and public transport network data in vector form

ü ü

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Safety and Security

Safety

Risk exposure mode wise Number of fatal accidents per 100,000 users of the mode. Detailed accident data can be collected from traffic police

ü ü

Risk imposed by modes Number of accidents caused by the mode on other road users per 100,000 of all the road users. Detailed accident data can be collected from traffic police

ü ü

Overall safety Number of fatal accidents per 100,000 populations. Detailed accident data can be collected from traffic police

ü ü

Speed limit restrictions Percentage of roads having speed limit >= 50 kmph

ü ü

Quality of footpath infrastructure

Percentage of roads with >= 2m ü ü

Security

Percentage of road lighted Data needs to be collected ü ü

Percentage of footpaths lighted

Data needs to be collected ü ü

Percentage of people feeling safe to walk / cycle and use PT in city by gender

Specifically designed stated household surveys

Environmental Impacts

EmissionsGHG emissions Equivalent CO2 emissions per

passenger km by modeü ü

Depletion of land resource

Per capita consumption of land for transport activity

Land use data from CDP or master plans of cities

ü ü

Land consumed for different transport activities

Percentage of total land used in transport for different type of transport infrastructure – road, parking bus lanes, railways, etc.

ü ü

Health hazards

Percentage of population exposed to air pollution

Need to map air quality in city and mark households in the buffer area

Or

Get the relevant morbidity data from hospitals or medical authorities

ü ü

Task Descriptions

20



Economic (response indicators)

InvestmentTrend in investments for development of infrastructure for various modes

Data from city budgets across years

ü

Cost borne by operators

Tax burden mode wise Data to be collected from Regional Transport Office

ü

Fuel prices at pumps by fuel type

ü

Other charges levied as applicable at city level disaggregated by modes

Transport Department ü

Fare policy

Percentage of subsidies granted


Percentage of population owning passes


Task 3: Development of Business as Usual (BAU) Scenario

Task 3.1 Framework for Scenarios

Background

This scenario represents the future based on the continuation of past trendsand is often used as a reference point or benchmark for assessing the need for policy interventions. The BAU scenario extrapolates existing trends and assumesno radical policy interventions for sustainable development and emission mitigation. However, it does incorporate infrastructure development and land use according to the MasterPlans (see Task 3-2). Future transport demand is based on the preferences of different socio-economic groups in the base year. In terms of passenger transport, the BAU scenario predicts increased car ownership and higher demand for motorisation. In terms of technologies, the scenario foresees continued reliance on fossil fuel cars.With improved efficiencyand a greater share of electric and hybrid cars, the share of bio-fuels and electricity is also expected to improve in the transport sector (see Task 3-5 for fuel, vehicle and electricity transitions in BAU).

Model Framework

Models link scenario drivers to the outcomes to be analysed. For CMPs, the key outcomes include:

l Mobility and accessibility,

l Safety,

l Environment, and

l Energy.

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Given this wide variety of outcomes, it is obvious that acombination of models is required. A description of the model for the CMP work is provided in Task 3-4 (the transport planning model) and Task 3-6 (overall model framework and linkage between transport planning and CO2 emissions and air quality model).

Task 3.2 Socio-Economic Projections

A city’s future economic transitions depend on the current economic transitions taking place across the country. It is also necessary to understand the city’s role in the state and country’s economic development planning goals. For example, if the proposed DMIC14 includes a certain city, it would lead to more economic development than the general trend for the country as a whole, or past trends for the city. Economic transition also leads to social transitions in terms of population (local and migrant), household size, income levels and vehicle ownership.

Demographic Projections

Demographic projection includes population projections for the city along with other demographic variables like family size, agegroup, gender proportion, etc. The population projections should also consider rural-urban, rural-rural and urban-rural migration. The population for each TAZ estimated under Task 2-3 can be used as the basis.

Employment Projection

The jobs for each activity in a particular TAZ,as has been calculated under Task 2-3, can be further projected for the coming years.

Industrial Growth Projection

The employment projections are also affected by the industrial growth in the region. Industrial growth projection depends on the national and state level policies for the region and the growth trend for each of the city’s existing and planned industrial sectors. The growth rates for large industrial sectors (e.g., steel, cement, chemicals, textiles) are linked to the overall economic growth projections for India. The growth projections for the 12th five-year plan are available from the Planning Commission document.15

Task 3.3 Land Use Transitions

The objective of successful land-use development and growth models is to identify where, how much and what kinds of land use will develop. When modelling urban developments, it is necessary to consider changes from a vacant land to built-up, as well as changes in the land use itself, such as from residential to commercial. Simulation tools should be used to study these types of land use changes.

14 Delhi Mumbai Industrial Corridor (DMIC) is a major infrastructure development stretching across the states of Maharashtra, Gujarat, Rajasthan, MP, Delhi, Haryana and Uttar Pradeshwhich will lead to high industrial growth in the corridor area.

15 For 12th Five Year refer http://planningcommission.gov.in/plans/planrel/12thplan/welcome.html

Task Descriptions

22


The input requirements needed for land use simulation consist of the following:

l Existing land use type and its floor area (property tax department) and

l Floor space requirement per capita16 for each land use/TAZ within the city as estimated under Task 2-3.

The land use type should be disaggregated into residential, commercial, retail, recreational, industrial, educational, religious, and other categories. Land use projections and allocations for the coming years should be done in three steps.

Step 1 - This includes the projection of population and employment and estimating the per capita space requirements for each activity as per the equations given below.

FSR = FAR × PR

Where,

FSR = floor space requirement for residential (for various income groups)

FAR = existing per capita floor area for residential

PR = projected residential population (for various income groups17)

FSE = FAE × PE

Where,

FSE = floor space requirement for employment (for various sectors)

FAE = existing per capita floor area for employment

PE = projected employment (for various sectors)

Step 2 - The second step involves two stages:

Stage A—the allocation of non-residential activities based on past trends, Master Plan provisions, as well as the availability of space

Stage B—the allocation of residential activity based on accessibility to jobs for each TAZ, Master Plan provision and availability of space

While allocating activities the General Development Control Regulations (GDCRs) of the city must be referred to as they define the quantum of floor space that can be developed under various land uses.

Step 3 - The third step includes the scope of the land use transition. For example, the probability that a certain area will become completely commercial will shift the residential space to the city’s outer areas in the coming years.

16 The per capita floor area, derived by dividing total floor area of the dwelling unit by household size (members).

17 Reference Income Groups are: Group 1 – Low Income Group – residing in kuttcha or independent houses without any assets(i.e. television or telephone) and do not own any motorized vehicle

Group 2 – Middle Income Group – residing in independent houses or apartments and own 1 motorized two wheeler (scooter/ motorbike)Group 3 – High Income Group – residing in independent houses or apartments and own a four wheeler with other assets

23

Once the allocation of activities is completed, the impact of land use on transport mustbe analysed. When that is done, either the allocation of activities is accepted, or activity allocation process continues and the loop from land use simulation to transport impacts can be re-assessed until low carbon transport mobility goals are achieved.

Task 3.4 Transport Demand Analysis

The demand for passenger transport can be estimated using a four-step model (see Annexure 5 for a detailed description). The four-step model is based on inputs ofexisting travel behaviour obtained from the household survey(Survey format 11), and of transport infrastructure and service quality. As the first step, the model is developed for the base year.The traffic flows on different road links are compared with the actual traffic volume counts observed at various locations across the city. The model is then recalibrated to match the actual volume counts. The base year model can then be used to identify and test various short-term measures that can be incorporated to improve the existing transportation system.

Once the transport demand model is calibrated for the base year, it can be used for analyzing the future of the BAU scenario. The inputs for this analysis will be theplanned strategies, changes in socio-economic drivers[i.e., population and employment projections (Task 3-2)] and changes in land use (Task 3-3).The BAU scenario assumes that people’s travel behaviour(within the same age and socio-economic group)remains the same as the base year.

Task 3.5 Technology Transitions

An understanding of vehicles, fuels and CO2 emissions from electricity use in transportation system is essential to learning the implications of travel demand on CO2 emissions and air quality (Task 3-6).

Vehicles and Fuels

The transport sector relies primarily on fossil fuels. The dependence on fossil fuels is linked to the domination of internal combustion engine technology on a global scale. In future, however, multiple transitions can affectvehicles and associated infrastructures. There could be:

i. a change in fuels due to greater use of CNG, bio-fuels, and cleaner petrol and diesel;

ii. more efficient engines; or

iii. more electricity for transportation such as metro rail and other rail based transit,as well aselectric vehicles (2 wheelers, cars, etc.) for road transport.

Task Descriptions

24


The driversbehind these potential changes address urban air quality issues andimprove energy security. For example, natural gas has been used as an option for improving air quality in Indian cities, and as a result many cities have built fuelling infrastructures for compressed natural gas (CNG). Bio ethanol blending in petrol is on-going and a 2% blend has already been achieved. By and large,the fuel mix for transport is projected to be quite different between the base year and the future, even in the BAU scenario (Figure 1). The fuel quality has a direct impact on emissions. The fuel mix stands for the share of various fuel types in the city, so the emission factor of a vehicle depends on its fuel mix.

While cities have little role in formulating fuel mix policy, they are heavily impacted by any changes. To understand these transitions, it is important to refer to national studies that document these transitions19.

Plans for improvements in the future should take vehicle efficiency into account. The aggregate fuel efficiency is expected to improve in the BAU scenario; in a fuel economy scenario, the improvement is noteworthy, where India will achieve the 4 lit per 100 km global target in 2030 (Figure 2).

18 Figure 1 is from the Low Carbon City: A Guidebook for City Planners and Practitioners available at http://www.unep.org/Transport/lowcarbon/Pdf’s/LowCarbonCity_Guidebook.pdf. According to WEO 2012 by 2035 nearly 11% of energy demand from transport would be met by electricity, biofuels and other fuels (IEA, 2012)

19 CEA CO2 Database, Available at http://www.cea.nic.in/reports/planning/cdm_co2/user_guide_ver8.pdf

Figure 1: Fuel Mix for the BAU Scenario18

Energy Demand - BAU(Mtoe)

Fuel Economy (Cars)(lit gasoline / 100 kms)

Figure 2: Fuel Economy Improvement in Cars.

Electricity

Electricity is expected to play an increasing role in the future (Figure 1) of transport in cities due to the introduction of metro rail, the electrification of rail tracks and a wider diffusion of electric vehicles (including two wheelers, cars and buses). In many cases, electricity is supplied to cities from outside municipal boundaries, freeing the cities from local pollutants (SO2, NOx, particulates, etc.). However, cities are obliged to account for CO2 emissions

25

as per the scope of emission guidelines from the IPCC. The Central Electricity Authority (CEA)20 shows the grid emission electricity intensity that is compatible with UNFCCC requirements for the base year (latest available 2011). The future grid emission intensity is expected to improve in the BAU (See Figure 3).

Figure 3: CO2 Intensity of Electricity from Grid21

CO2 intensity of Grid(tCO2 / Mwh)

20 CEA CO2 Database , Available at http://www.cea.nic.in/reports/planning/cdm_co2/user_guide_ver8.pdf21 Figure 3 is from the Low Carbon City: A Guidebook for City Planners and Practitioners available at http://www.unep.org/Transport/lowcarbon/Pdf’s/

LowCarbonCity_Guidebook.pdf. According to WEO 2012 by 2035 the grid CO2 intensity in BAU would be around 0.56 t CO2/Mwh (IEA, 2012)

Task 3.6 CO2 Emissions and Air Quality

Model Framework

The framework for sustainable urban mobility needs to utilise the four strategic levers:

l Urban form,

l Non-Motorised Transport (NMT),

l Public transport, and

l Technology.

Task Descriptions

26


The framework should study the impacts of alternative strategies using key indicators for mobility, safety, and local environment, as well as more aggregate indicators like CO2 and energy use. It is difficult to find a single model that can estimate all these indicators. One approach is to use a model framework that combines a 4-stage transport model (as described inTask 3-4) with an emission inventory and air diffusion model (e.g. Simple Interactive Model for better Air Quality (SIM-air22)), which can then analyse the impact of activities from different sectors, including transport, on the local environment, energy use and CO2 emissions.

Figure 4: Overall Modelling Framework for CMP23

22 For link to the model please use the url- http://www.urbanemissions.info/model-tools/sim-air.html23 Figure 20, Low Carbon City: A Guidebook for City Planners and Practitioners available at http://www.unep.org/Transport/lowcarbon/Pdf’s/LowCarbonCity_

Guidebook.pdf

CO2 Emissions

The outputs from travel activity (available from Task 3-4) in vehicle kilometres can be used to estimate fuel consumption by using the following equation:

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Fuel Consumption = Vehicle Kilometers Traveled (VKT)24 × Average Fuel Efficiency25

VKT =passanger Kilometer (PKM))

Average Vehicle Occupancy (refer Table 11)

Table 11: Vehicle Occupancy (Sample)

Vehicle Average Vehicle Occupancy

3 Wheeler 4.9

Bus 30

Car 2.2

2 Wheeler 1.3

NB: Valuesare indicative sample. However consultants should include this information in OD survey.

The next step is to estimate the mix of vehicle in terms of their fuel usage. This mix for base year is obtained

from the sampling of vehicles during the petrol pump surveys26. In case of the future, the fuel mix can be linked

to scenario being run (Figure 1 &7 provides default value as a whole for transport sector but cities can decide

them on the basis of their own scenarios). A sample of vehicle mix is given in Table 12 below.

Table 12: Vehicles: VKTs and Fuel Mix (Sample)

Vehicle Type VKT (Million)% Fuel type

Petrol Diesel Gas Electricity

Cars 875 46 47 7 0

MUV 135 0 100 0 0

2Ws 3170 99 0 0 1

3Ws 482 0 99 0 1

Taxis 62 46 47 7 0

Buses 98 0 100 0 0

HDVs 237 0 100 0 0

LDVs 77 0 100 0 0

Metros / Trams - 0 0 100

24 Source: model developed25 Source: petrol pump survey26 Petrol pump survey or CNG station survey to be carried out preferably with PUC checking so that vehicle pollution parameters can also be measured.

Vehicle sampled should be in proportion to their population.

Task Descriptions

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The fuel use can be converted to CO2 emissions using default coefficients for different fuels provided in Table 13.

Table 13: CO2 Emission Coefficients for Different Fossil Fuels

Fuel Giga gram CO2/PJ kg CO2/tonne of fuel Kg CO2/lit of fuel

Motor spirit (Petrol) 69.30 3101 2.30

High speed diesel (Diesel) 74.1 3214 2.71

Compressed Natural Gas (CNG) 56.1 1691 1.69*

Liquefied Petroleum Gas (LPG) 63.1 2912 2.91*

(*) For CNG and LPG it is per kg of fuel

The CO2 emissions from electricity will depend on the CO2 intensity of grid as given in Figure 3.

Local Emissions

The emissions of local pollutants can be calculated by multiplying the VKTs with emission coefficients (Refer to Annexure 6 for emission coefficients for the base and coming years). Table 14 provides the annual emissions for PM 2.5 for a vehicle scenario presented in Table 12.

Table 14: Emission of PM 2.5

Vehicle TypeEmissions PM 2.5 (Tons)

TotalPetrol Diesel Gas Electricity

Cars 10 50 1.2 - 61

MUV - 29 - - 29

2Ws 269 - - - 269

3Ws - 108 - - 108

Taxis 1 5 0 - 6

Buses - 50 - - 50

HDVs - 144 - - 144

LDVs - 23 - - 23

Metros / Trams - - - - -

Total 280 409 1 - 690

Emission of other pollutants like NOx, PM10, VOC, etc can also be calculated in a similar fashion using emission coefficients provided in Annexure 6. The emission of local pollutants is zero for electricity used in vehicles.

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Pollutant loads are a first level indicator for monitoring air quality.Pollutant loads can be transformed into air pollutant concentrations through SIM Air Model27, AIM Enduse/AIM Air Models. These models include a description of technologies at an aggregate level (e.g., two wheeler, car, bus,) and also contain default emission coefficient and vehicle efficiencies.

Local air quality modelling can help create maps of air pollutant concentrations (see Figure 5), Modelling can also help analyse air concentrations related to different strategies (Task 4-1) for achieving sustainable urban mobility.


The indicators for the BAU scenario are similar to those estimated for the base year (Task 2.8).

Local Air Quality

Figure 5: Air Pollutant Concentrations Map, PM10 for Udaipur Using SIM air Model

27 More details on air quality models are available from Urban Emissions website http://www.urbanemissions.info/

Task Descriptions

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Task 4.1 Framework for Scenario

Review of National Carbon Indicators

CO2 is the predominant constituent of greenhouse gas and therefore indicators for CO2 at the national level are more easily available than for other greenhouse gases (e.g., CH4 and N20). The per capita CO2 emissions based on the second national communication was 1.0 t CO2

29 in 2000. Due to the rapid pace of development, the per capita CO2 emissions increased to 1.33 t CO2

30 in 2010. For future emission trajectories, a reference can be made to studies undertaken by the Climate Modelling Forum31 in 2009, or to more recent modelling work under a UNEP project32 that provides CO2 indicators for the BAU as well as sustainable scenarios.

Background

The sustainable urban transport scenario visualises social, economic, environmental and technological transitions through which societies respond to climate change, local environment and mobility challenges. The scenario assumes the following:

l Deep emission cuts using low carbon energy sources (such as renewable’s, natural gas, nuclear power)

l Use of highly efficient technologies (e.g., improved vehicle efficiency)

l Adoption of behavioural and consumption styles consistent with sustainable development

l Changes in urban development

l Enhanced use of non-motorised and public transport infrastructures.

The sustainable development pathway allows CO2 mitigation without having to sacrifice the original objective of enhancing economic and social development.

Identification and Quantification of Drivers

The main drivers are socio-economic projections, land use, infrastructure and policy change. The socio-economic projections in the BAU scenario can be used, however for changes in land use, infrastructures and policies please refer to Task 4.2.

Model Framework

Same as provided in Task 3.1.

28 Ministry of Environment & Forests (2012) India: Second National Communication to UNFCCC available at http://moef.nic.in/downloads/public-information/India%20Second%20National%20Communication%20to%20UNFCCC.pdf.

29 Considering population as 1021 million and excluding bunker fuel emissions

30 As per IEA (2012), World Energy Outlook total CO2 emissions from energy 1635 Million tCO2 in 2010 and the the population in 2010 as 1224 million

31 Climate Modelling Forum (2009) India’s GHG Emissions Profile http://moef.nic.in/downloads/home/GHG-report.pdf

32 See Figure 13, Low Carbon City: A Guidebook for City Planners and Practitioners available at http://www.unep.org/Transport/lowcarbon/Pdf’s/LowCarbonCity_Guidebook.pdf

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Task 4.2 Strategies for Sustainable Urban Transport Scenario

CMPs must identify investment priorities to help achieve the sustainable city goals. The sustainable scenarios also assume an increase in motorised transport to some extent, which is inevitable given the low level of vehicle use on a per capita basis.Therefore, emphasis is also placed on improving technology in terms of efficiency and emissions. Key strategies can be typically classified into four categories namely:

l Change in urban structure,

l Improving non-motorised transport,

l Improving public transport, and

l Technological changes.

These strategies are essential for developing Smart Cities and will deliver full benefits if they are implemented collectively; however for analysis it may be useful to present them one by one to see the individual effect.The strategies presented here are indicative and the consultants can adapt them toa city’s specific circumstances.

Figure 6: Four Broad Strategies and Accompanying Policies Used for Sustainable Scenarios

Task Descriptions

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A: Urban Structure

Urban sprawl and uncontrolled growth of cities result in increased trip lengths, which is not a desirable scenario. Therefore, the focus should be to develop compact cities with high density and multi-nuclei development.It will help shorten trip lengths and improve access to public transport. The changes in zoning regulations and floor area ratio (FAR) include some of the planning and regulatory measures, which can help achieve higher densityand compact development.

B: Non-Motorised Transport Infrastructure

The scenario considers improvements in NMT user experience by enhancing footpaths and bicycle lanes. It also addresses improvement in safety and accessibilityfor pedestrians and bicycles at intersections. Reducing barriers and impediments on roads to improve bicycle safety is another aspect considered under the scenario. Reduced conflicts between NMT users and buses on roads can result in a small increase in bus speed.

C: Public Transport

The public transport scenarioincludesNMT,as any public transit trip includes a component of NMT for access and egress. Since most Indian cities lack a reliable bus service, two kinds of scenarios for public transport may be considered:

1. Improved bus service with compatiblepedestrian and bicycle infrastructure

The scenario assumes thatbus infrastructure and operations are improved so that reliable bus service is available at least along all arterial roads. In addition,initial ideas on operational interventions like better routing and scheduling,improved frequency, better bus stop design, improve bus speed, overall safety and bus user comfort should be incorporated.Option of providing para transit modes on the sub arterial and connecting roads should also be considered. This will help limit the access/egress trip length to less than 1 km. Stress should also be given to the provision of access and egress support infrastructures for walking and bicycle. The above mentioned changes should be used to check the stated preference mode choice of respondents in the household survey. This will help compute the increased demand for public transport in the scenario where limitations of infrastructures (which exists in the BAU scenario) for public and non-motorised transport are removed.

2. Improved bus service and mass rapid transit with compatiblepedestrian and bicycle infrastructure

This scenario includes all improvementsdetailed above in the improved bus service scenario, as well as a mass rapid transit system on selected traffic corridors. Mass rapid transit options could include BRT (exclusive lanes on all arterial roads), light rail, a metro rail system or mono rail system.3334

33 For an overview of Mass Transit Cost Analysis see Life Cycle Cost Analysis of Five Urban Transport Systems available at http://www.iutindia.org/downloads/documents

34 For an overview of Mass Transit Options see Table 9. Low Carbon City: A Guidebook for City Planners and Practitioners available at http://www.unep.org/Transport/lowcarbon/Pdf’s/LowCarbonCity_Guidebook.pdf

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D: Improving Public Transport, NMT and Urban Structure

This scenario looks at how the implementation of NMT, public transport and urban structure strategies combine and complement each other.

E: Technology

Technology changes can encompass changes in vehicles design, fuels use, energy use and reduction in CO2

emissions related to electrically driven vehicle based on central / state policies.See Task 4-4.

F: Regulatory and Financial Measures (Incentives and Disincentives)

A wide variety of measures can be undertaken tohelp shift people from private transport modes to sustainable urban transport under a regulatory and financial measure scenario. These measures try to internalise the cost of externalities imposed by private vehicles. Examples of such measures include parking policies, congestion pricing and carbon-taxes by central / state decisions. These are incorporated in the model in form of increased generalized cost of travel by private modes. As an example, described below is the approach for modelling parking policies.

Parking Policies

Parking is generally low costif not freein Indian cities. As a result, there is no disincentive for owners of private transport modes like cars and motorised two-wheelers to stop using them to get from one place to another.Instead, there are plenty of incentives to keep using them, as they offer a high amount of personal mobility.

In this scenario, infrastructure improvements are made for pedestrians, bicycles and public transport along with increased parking cost. Toimplementarobuston-streetparking managementand enforcementsystem, on-street parking spaces must be regulated by the cities, and priced according to the demand for parking. Theexistingparking management system, includingcurrentearningsand expenditures, operationalsystems, and publicperception must be documented, assessed and improved. Anexpandedand improved parking managementsystem can helpfacilitatetheefficientallocation ofroad space, generaterevenue forsustainabletransport projects, and encourageashift tomoresustainablemodes. In the four-step model these should increase the generalized cost of travel of motorised modes as compared to NMT and PT mode, which will favour use of NMT and PT modes.

Task 4.3 Transport Demand Analysisof Alternative Strategies for Sustainable Urban Transport

The above scenario’s(A, B, C, D, Eand F)aim is to improve transport infrastructure and increase the cost of using personal motorised vehicles. Two methods can be used to estimate travel demand for different modes under alternative scenarios:

Method 1: Repeating a four-step model

In this method, a four-step model (as discussed in Task 3-4) is repeated, taking into account changes in parameters associated with different modes such as cost, travel time, availability, comfort and safety. These changes result in a changed impedance to different modes and consequently,changes in people’s transport choices. Likely changes to be accounted in the four-step model in alternate scenarios are described in the Table 15.

Task Descriptions

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Table 15: Differences in Four-Step Models for Alternative Scenarios

Change due to Urban structure

NMT infrastructure

Public transport

Technology Regulatory and financial measures

Trip production

Age-sex distribution and population growth

Population distribution in city

Trip distribution

Change in land use parameters and change in impedance for different modes

Distribution of activities (residential, commercial and industrial)

Change in impedance (travel time, travel cost, accessibility and reliability)

Mode choice

Change in impedance and trip length

Change in impedance (Bicycle Compatibility Index and similar for pedestrians)

Change in travel cost

Change in travel cost by different modesTraffic

assignmentChange in impedance

Method 2: Stated preference surveys for mode choice modelling

The scenarios specifically related to improving infrastructure directly impact people’schoice of mode. In such cases, the effect of different scenarios on the attributes of individual modes should be presented to the respondents. The respondents should then be asked to choose the preferred mode within each scenario. This allows analysts to determine which factors can be compensated for and which factors have a major impact on people’s mode choice. This in turnmakes it possible to predict the demand for each mode in different scenarios, even when there is no existing alternative. Also,with the help of this methodology, new alternatives that have not yet been surveyed can be introduced later in the model. This requires incorporating a stated preference choice survey along with the main household survey (survey format 11; part II). The details of the stated preference choice survey are given in Annexure 1 (Household Survey – part II)

Task 4.4 Technology Transitions under a Low Carbon Scenario

In the low carbon scenario, the fuel mix is expected to diversify further from BAU towards bio-fuels, electricity and natural gas (Figure7). Vehicle efficiencywill also improve, and thus the overall demand for fuels will be lower. This can be affected by central / state policy intervention.

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Another major transformation has to do with electricity, which is quite low in CO2 intensity and therefore electricity-powered transport modes can become low carbon options.

Task 4.5 CO2 Emissions and Air Quality (Refer to tasks 3.6.)

The model framework is same as the BAU scenario for estimating CO2 emissions and air quality.


The indicators for the sustainable urban transport scenario are similar to those estimated for the base year (Task 2.8); however, some of the indicators are more difficult to measure for the future and can be left out of the list of indicators to be estimated.

Figure 7: Fuel Mix for Transport in Sustainable Low Carbon Scenario35

Energy Demand - Sustainable LCS(Mtoe)

35 Adapted from Figure 11, Low Carbon City: A Guidebook for City Planners and Practitioners available at http://www.unep.org/Transport/lowcarbon/Pdf’s/LowCarbonCity_Guidebook.pdfWorld Energy Outllook 2012 from IEA shows a diversification towards biofuels and other fuels from oil.

Task Descriptions

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Based on the analysis of existing urban transport, BAU scenario, preferred land use and transport scenario vision and strategy for development a detailed urban mobility plan for the city should be prepared.

The mobility plan should provide alternatives to enhance mobility for all users and all modes of travel. It may, if necessary, suggest changes in the existing urban structure and form that encourages an increased use of public transport, walking and NMT. In fact, a mobility plan should be a city’s long-term blueprint for improving accessibility and mobility. The aim of the mobility plan should be to develop an adequate, safe, environmentally friendly, affordable, equitable, comfortable, efficient integrated transport system within the framework of a progressive and competitive market economy. It should create a well-connected network of complete road hierarchy, suggest measures to shift from unsustainable mobility to sustainable modes and integrate freight planning with urban transport. This means that cities need to plan for the people rather than vehicles by providing sustainable mobility and accessibility for all citizens to jobs, education, social services and recreation at an affordable cost and within reasonable time. The desirable modal split for Indian cities i.e. share of public transport modes based on city size are shown in Table 16.

Table 16: Desirable Modal Split for Indian Cities (as % of Total Trips)36

City population (in millions)

Mass Transport (%) Walk Trips (%) Other Modes (%)

0.1 – 0.5 30 - 40 40 25 – 35

0.5 – 1.0 40 - 50 20 – 30

1.0 – 2.0 50 - 60 15 – 25

2.0 – 5.0 60 - 70 10 – 20

5.0 + 70 -85 25 10 – 25

In the absence of a suitable modal split method, the above-mentioned modal split levels could be adopted for working out transportation system requirements of urban settlements.

The Urban Mobility Plan should be developed in consultation with stakeholders and on the basis of the analysis carried under Tasks 3 and 4. The plan can be defined along the following lines; however it is important that the plan includes a phasing plan and implementation agencies.

Task 5.1 Integrated Land Use and Urban Mobility Plan

CMP advocates integrating the urban mobility plan with the land use plan and vice-versa. In most cities, the land use plan is already in force via the DP mechanism, even as the urban mobility plan is being prepared. In such cases, the urban mobility plan must respond to the mobility demands created as a result of the DP. Ideally, the urban

36 Source: Review of Urban Transportation in India, IIT Kanpur (With reference to Traffic and Transportation Policies and strategies in Urban Areas in India – Final Report, Ministry of Urban Development, Govt of India, New Delhi, 1998)

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mobility plan should be an integral part of the DP document. Urban structure determine the travel demand and transport system influence the urban structure. Location of various land use and activity nodes have influence on travel pattern. At the same time, the transport nodes or hubs impact the allocation of land use both at the city and local level. As such, integrating urban development with transport should be the key consideration towards compact and sustainable development of cities. National Urban Transport Policy also emphasised the integrated land use and transport planning. Thus, elements for land use transport integration would be as follows:

l Enabling urban structure

l Completing the hierarchy of roads

l Aligning public transit with high density areas, mixed land use to capture the land value

l Integrating multimodal transit interchange policy and planning integration at vertical and horizontal level

Integrating land use with the urban mobility plan would entail a two-way interaction between the two plans. High density residential areas intertwined with high density employment areas, along with increased travel costs and an efficient public transport system will incite people to use NMT for short trips and public transport for long ones. The land use should be allocated in a manner that encourages short and fewer trips, thereby enabling improved accessibility to activities. This will also help people shift from private travel modes such as cars to NMT (including cycling and walking). Additionally to encourage NMT, neighbourhood design measures such as variety in public spaces, pedestrian footpaths and cycling tracks must be implemented. To summarize, the land use plan should locate activities in a manner that encourages low-carbon mobility and the urban mobility plan, in turn, should facilitate access to activities.

Task 5.2 Formulation of the Public Transport Improvement Plan

CMP divides Public Transport Improvement Plans into a number of sections, including service improvements for buses, trams and para-transit, appropriate MRT options and infrastructure development plansand intermodal integration plans.

Formulating a public transport improvement plan in a small-sized Indian city can involve several challenges. These can range from assessing transport demand to service provision and its alignment with land use. Most Indian cities, especially middle-sized ones, do not have an extensive public transport network. Therefore, it is very difficult to judge the demand for public transport based on revealed preferences. The only alternative is the data collected on stated preferences, which should be used for demand assessment of public transport systems.

Improving the public transport involves infrastructural improvements like reserving lanes and tracks and operational improvements like optimizing routes and scheduling. It is necessary to identify the type of improvement required to improve the level of service. The improvement in level of service is likely to not only maintain the existing modal share of public transport but also create a shift from other modes to public transport. These shifts are determined by the city’s structure and travel behaviour. The fleet must be optimized based on the demand: instead of offering a 50-seat bus every 20 minutes, it might be better to provide 25-seat buses every 10 minutes. Secondly, most of these small cities are likely to grow into large metropolitan centres in future, so a gradual progression towards public transport technology can also be suggested.For example,a strategy could start with

Task Descriptions

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city buses and progress to BRT and eventually to a metro rail. This is also important from the low-carbon point of view, as operating a public transport system at low capacities will result in high per-capita carbon emissions from transport use, in comparison to a PT system operating near its capacity.

System planning should consider not only where terminal, routes and stops are placed (i.e. routes and stops), but also whether they are accessible to all potential users. The plans for the system should take into account the accessibility issues for pedestrians and cyclists, thedifferentlyabled and elderly people, as well as private vehicle users after they have parked their vehicles.

Task 5.3 Preparation of Road Network Development Plan

CMP should list out road projects which are to be developed, strengthened, upgraded and interconnected including hierarchical road network, arterial road construction / widening projects, secondary road construction / widening projects, intersection improvement projects, flyover projects, railway over bridge or underpass projects. The hierarchical road network should be based on travel demand. CMPs should reflect induced demand effects to estimate the overall benefit of any new road capacity. In addition to assigning the proper hierarchy to the road network, which is derived from its land use, it is important to consider urban roads as streets and function to be assigned. The availability of additional road capacity often induces new travel. Thus, the induced demand must be considered for project cost and benefit. Considering that the very high number of trips recorded in India are NMT, it is essential that roads prioritise space for NMT. Despite the latent demand for motorised vehicle use, proposals to improve motorised vehicle mobility by increasing road space under the pretext of easing congestion should be discouraged as much as possible. New construction/ widening projects, flyover projects and underpass projects must also be discouraged.

Task 5.4 Preparation of NMT Facility Improvement Plan

In preparing NMT facility improvement plans, the most important consideration to keep in mind is that a large proportion of urban travel involves using these transport modes. Thus,it is essential to identify specific streets and the street types preferred by individualswhen walking or using a bicycle. As stated earlier, if the TAZ sizes are small, the generalized cost of spatial interaction between zones can be obtained from the road network using street attributes and their suitability for walking and bicycle use. The modelling spatial interaction should represent the current preferences and demand, as well as for stated choices, which represent demand for walking and bicycling if a certain level of infrastructure is provided. When planning NMT infrastructure, due consideration should be given to the existing networks and not patches.For example, all roads where individual are likely to walk should include at least 2 metres of clear, walkable footpath. Moreover, all potential walking or bicycling locations should have NMT infrastructure, including comfortable footpaths, cycle tracks, streetlights, cycle stand, formal pedestrian crossing and NMT-designed signals at all junctions. Access to activities and transport services should also be taken into account. The design of these facilities should be such that they are inclusive, and provide travel opportunities tothe so-called disadvantagedsectors of society (the physically challenged, urban poor, women, children and individuals with special needs).

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While at a policy level, NMT planning may be accepted, detailed NMT improvement plans and traffic management measures should be worked out for CBD, commercial centres, and other major activity centres. These detailed plans define NMT policy for the whole region, and provide the cost basis for implementing such policy. Besides,on-the-ground traffic management for pedestrians and cyclists, city level infrastructure planning for pedestrians and cyclists, who account for 40 to 50% of trips in mid-sized should also be done.

Task 5.5 Freight Movement Plan

Freight traffic and movement of goods within city and passing through inter-city traffic affects the overall city mobility. Since the transportation of goods will grow with economic growth, the planning for the movement of goods needs to be given a much greater focus. The planning for freight movement should address the problem of intermixing of local and regional traffic. The plan should assess the expected growth of freight by taking into consideration the past trends, extent of industrial and commercial activities distribution and storage facilities in the city, location of wholesale markets, direction of city growth etc. and indicate the need for relocation of wholesale markets and shifting of truck terminals at appropriate locations, preferably on the periphery of city.

The freight planning needs to be integrated with mobility plan by organising the freight movement in the city. Apart from the motorised modes of freight transport, non-motorised modes also play significant role in the total freight movement. It is, therefore, important to recognise the benefit of non-motorised freight transport while addressing the issue of the last leg connectivity in freight movement. Location of distribution centres for goods should be based on the scale of movement of goods. The freight management plan should address issues regarding the location of distribution centres, mode of transport, time restrictions, air and noise pollution etc. For example, a regional distribution centre can be located on the periphery of the city in conjunction with transport network infrastructure and a local distribution centres can be located suitable at a number of locations within the city preferably closer to commercial centres.

Task 5.6 Mobility Management Measures

In CMP, traffic management plans cover parking management plans, traffic control measures, intermodal facilities, demand management measures, traffic safety plan and ITS.

Mobility management measures suggested in the CMP should enableenhanced use of public transit and NMT modes. As shown in Table 17, additional measures should be added to increase the cost to discourage the use of personal motorisedtravel, including the taxation of cars and fuel, land use planning that encourages shorter travel distances and traffic management by reallocating space on the roads.

Task Descriptions

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Table 17: TDM Measures Varying from Push and Pull Fators

TDM Measures

Taxation of cars and fuel Tele-working

Closure of city centres for car traffic Land-use planning encouraging shorter travel distances

Road pricing Traffic management reallocating space between modes and vehicles

Parking control Parking fee, No-parking zones

Decreasing speed limits Improved infrastructure for walking and biking

Avoiding major new road infrastructure Optimum use of existing road infrastructure

Source: Gärling et al. (2002)

Task 5.7 Development of Fiscal Measures

Fiscal measures should also be considered to achieve a balanced modal split, and to secure thebudget necessary to implement urban transport projects. As fiscal measures usually correspondto institutional and regulatory measures, the following aspects may have to be examined in theCMP document for consideration of state government:

l Fare policy for public transportation, intermediate public transport and parking;

l Subsidy policy for public transport operators and intermediate transport operators;

l Taxation on private vehicles and public transport vehicles;

l Permits and regularisation of intermediate public transport;

l Potential for road congestion charging;

l Influence private vehicle usage through parking and disincentavise free parking with private developments;

l Setting up of Unified Metropolitan Transport Authority to coordinate urban transport and related issues in million plus cities;

l Creating Special Purpose Vehicles particularly for Mass Transit System.

Task 5.8 Mobility Improvement Measures and NUTP Objectives

The land use and transport measures proposed in the CMP will improve the mobility in themetropolitan area and cover the critical issues addressed in the NUTP. A table can be preparedsummarising the relationship between the NUTP objectives and the measures proposed in the study, together with a classification of the measures according to their implementation timeframe (immediate, short, mediumand long term) as per the provision of NUTP.

Traffic Engineering Measures already covered like improvement of Road / Junction sections need to be identified. City-specific plans like Tourist management plan, water transport plan, hill transport like rope ways etc may be prepared as part of CMP.

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Task 6.1 Preparation of Implementation Programs

Task 5 involves the development of various urban mobility measures as discussed earlier. The necessary interventions for these measures include a set of actionable projects to be implemented in the city and prioritised based on a linear timeframe. CMPs should guide cities to prioritise various projects simultaneously such that preliminary study and feasibility assessment of long-term projects can be an immediate priority. CMPs can base their timeframe into the following categories:

l Immediate priority / actions (0 - 2 years)

l Short term (2-5 years)

l Medium term (5-10 years)

l Long term (more than 10 years)

All the projects are presented to the city stakeholders and the implementing agency to identify the priority of the projects.

It should be made clear in the CMP that the project list is merely a description of priority projects. Detailed project reports with cost estimates and financing will have to be prepared by the city authorities separately and approved by the urban local body and state government before seeking funding from the MoUD or any other agency.

Task 6.2 Identification and Prioritization of Projects

All sustainable transport projects must have equal priority, but their planning can be phased based on short, medium and long-term planning. The prioritisation of projects into short, medium and long term can be done using the following criteria:

l Immediate and short-term measures are aimed at improving the safety and accessibility of pedestrians, cyclists and public transport users, area level traffic circulation plans and measures like implementing traffic signals.

l Medium-term measures typically involve corridor-level projects such as implementing cycle tracks and mass-transit corridors, city level initiatives like public transport fleet improvement and efficient scheduling, developing area level cycle networks and Public Bicycle Sharing (PBS) schemes, parking policy development and implementation in the city. They are primarily aimed at halting the decrease in the city’s public transport and non-motorised transport mode shares.

l Long-term measures include implementing the overall vision of the CMP. This includes developing city-level networks for walking and cycling, bus systems, mass-transit networks, parking regulation measures and pricing strategies as a demand management tool, improving the overall road network to provide adequate accessibility for existing developed areas and new ones as thecity grows, centralised control measures for traffic signal systems and public transport operations

Task Descriptions

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An additional set of criteria for prioritising projects can be as follows:

l Balance between improving existing infrastructure and creating new infrastructure in upcoming areas of development (Preference can be given to projects that improve existing infrastructure by giving them higher scores)

l Benefits measured in terms of mobility and accessibility, safety, energy, environment and CO2 mitigation.

These project ideas are presented to the stakeholders in order to get their feedback on both the projects and their prioritisation. Multi Criteria Assessment (MCA) technique37 can be used to evaluate alternate options using stakeholder feedback. The final list of identified projects then undergoes detailed studies on implementation, cost estimates and likely funding agencies.

Task 6.3 Funding of Projects

Overtime and following constitutional amendments (73rd and 74th), the strategic importance of Urban Local Bodies (ULBs) in developing urban amenities and delivering services which directly influence the well-being of city’s local populace have significantly increased.However a commensurate increase in the ULB’s resource base is yet to happen. This imbalance has resulted in the growing dependence of ULBs on the state government and subsequently on the central government for financing urban infrastructure projects. The present structure of fiscal dependence of ULBs is outlined inFigure 838.

37 Refer MCA handbook for methodology for prioritisation http://eprints.lse.ac.uk/12761/1/Multi-criteria_Analysis.pdf38 Source: RBI working paper

Figure 8: Fiscal Dependence of ULBs

43

As the CMP is a long-term vision for the city authority, the overall ownership of the CMP lies with ULBs. Given the ULB’s dependence on funding, a city’s CMP should make a resource assessment for all the projects listed in the CMP and should suggest the city authority, city-specific and project-specific indicative source of financing for the project. Financing options for urban transport needs to be suggested based on the details given in the toolkit on financing and financial analysis of urban transport available at iutindia.org/CapacityBuilding/Toolkits.aspx.

Task 6.4 Monitoring of CMP Implementation

As per the MoUD advisory, CMP is the basis for approving projects, plans and various regulatory measures within the city related to transport,and it is therefore importantto monitor and measure the impact of interventions taken as an outcome of CMP.

The first level of monitoring can be with regard to the status of implementation of the Urban Mobility Plan (Task 5) in terms of time frames proposed and achieved. This is helpful to understand the pace of CMP implementation.

The second level of monitoring can be to understand the impact of CMP implementation. The indicators created as a part of CMP can form the basis of this monitoring which can be done on a biannual basis. CO2 emissions are also a part of these indicators, and if a city wants to register its CMP as a nationally appropriate mitigation action39 (NAMA), then a more comprehensive approach for monitoring reporting and verification (MRV40) is required.

39 Cities have registered their Comprehensive Mobility Plans as NAMA (Shukla, P.R., Sharma, S, & Dhar,S 2013 NAMA in transport sector http://www.unep.org/Transport/lowcarbon/Pdf’s/NAMA_ClimateFinancing.pdf or visit UNFCCC website for a listing of NAMAs http://www4.unfccc.int/sites/nama/SitePages/Home.aspx )

40 For a detailed guidance on MRV for NAMAs is available in the following guidebook http://www.lowemissiondevelopment.org/docs/resources/Guidance_for_NAMA_Design_2013_.pdf

Task Descriptions


44

Section III:

Methodology for Small Cities

45

There are 73 cities as per 2011 census that have a population of more than 0.5 million. Most of these cities

require large investments in urban transport infrastructures (e.g., BRT, metros) to prevent unchecked growth

of private motorised transport and transform them into smart cities. Some of the decisions on transport

projects they take now would however have long-term consequences and therefore all these cities need to

go for a full CMP, which looks at accessibility for all socio economic groups and genders, studies impact of

transport system on safety, environment and CO2 emissions. The revised toolkit has provided a comprehensive

approach for these cities.

According to 2011 Census, 60% of urban population lives in towns and cities with population less than 0.5

million. Most of these cities have small size, short trip lengths, and high share of walking and will benefit

through improvement in operational effectiveness of para-transit and public transport systems. In the next

5-10 years, no major infrastructure changes in these cities are envisaged. In such a situation, undertaking a

full CMP is not required since it involves a reasonable time (minimum one year) and reasonable budget to

enable data collection, analysis and report write up. Such cities could still make use of CMP toolkit with the

following modifications which reduce the need for extensive modelling.

46


Task Modifications for Limited CMP

Task 2 Data Collection:Table 5 provides an overview of the data needs for studying the existing transport system and these can be reduced depending on data availability within the cities. Some reduction in the data might be automatic, for example presence of cycle tracks, signalised crossing and data on public transport may not be collected if these are not present in the city.

Task 3 Development of BAU ScenarioRefer to Task 3-4 Transport Demand AnalysisThe Model Framework (Figure 6) recommends 4 Stage modelling for transport demand. 4 stage modelling however involves setting up of computer based models and extensive data analysis, therefore for smaller cities it is optional and they can instead go for the following approach.They can estimate indicators for existing system (Table 10) based on data collection.For future years based on stakeholder consultations target modes shares for horizon years can be decided exogenouslyThe present trip rates and trip lengths for different modes for the present year can be computed from a household survey.A quick estimate of the future travel demand can then be done by using the cross classification method (See Example Annex 12). Future projection of socio demographic as well as built form variables can be used to predict the travel behaviour in the stated future year as shown in Annexure 12.Local Air QualityRefer to Task 3-6: CO2 Emissions and Air QualityLocal air quality modelling requires dispersion modelling and this is optional for smaller cities since they might not have air quality monitoring equipment necessary for model calibration and also have low level of motorisation.

Task 4 Sustainable Urban Transport ScenariosOnce again, since 4 step modelling is optional, the cities can based on a stakeholder consultation process decide the target modal shares for this scenario and then estimate the travel demand from the nature of interventions proposed with regard to built environment.

Table 1: Tasks to be followed for Small Cities

47

Annexure 1. Sample Survey Forms

Survey Format 1: Road Inventory

a. Road Inventory for Motorised Vehicles

b. Footpath Inventory

c. NMV Lane Inventory

d. Infrastructural Facilities along road

e. Encroachment & Vehicle Restriiction

Survey Format 2: Junction Inventory

Survey Format 3: Traffic Volume Count

Survey Format 4: Parking Survey

a. On-Street Parking

b. Off-Street Parking

Survey Format 5: Speed & Delay Survey

a. For Car

b. For Public Transport (City Bus)

Survey Format 6: Inventory for Cycle Rickshaws and Autos

a. Fleet Inventory for Auto Rickshaws

b. Route Inventory for Shared Autos

c. Cost & Fare of Shared Autos

Survey Format 7: Inventory for Public Transport

a. Inventory for BRT

b. Inventory for City Bus

c. Bus Terminal

d. Fleet Inventory

e. Cost & Fare

Section IV:

Annexure

48


f. Route Inventory

g. Boarding & Alighting

h. Interchange Survey

Survey Format 8: Landuse Survey along PT Corridor (BRT / Metro)

Survey Format 9: Freight Survey

Survey Format 10: Traffic Safety

Survey Format 11: Household Survey

• Part – I: Revealed Preference Survey

• Part – II: Stated Prefernce Survey

Survey Format 12: Energy Consumption in Transport: City level

Survey Format 13: Vehicle Inventory –Registered Vehicles at City

Survey Format 14: Vehicle Survey at Petrol Pump

Survey Format 15: Air Quality levels – Secondary Data

49

Annexures

Road

Inve

ntor

y fo

r M

otor

ised

Veh

icle

s (S

urve

y Fo

rmat

1a)

Road

N

ame

Nod

e N

umbe

rLe

ngth

(k

ms)

No.

of

lane

sD

ivid

ed /

U

ndiv

ided

Carr

iage

Way

(Ker

b to

Ker

b)Se

rvic

e La

ne

Wid

th (m

)St

reet

Li

ghti

ng

(Y/N

)

Righ

t of

w

ay w

idth

(m

)Fr

omTo

LHS

wid

th

(m)

Med

ian

wid

th

(m)

RHS

wid

th

(m)

LHS

RHS

Surv

ey F

orm

at 1

. Ro

ad In

vent

ory

50

Preparing a Comprehensive Mobility Plan (CMP) – A Toolkit (Revised)Fo

otpa

th In

vent

ory

(Sur

vey

Form

at 1

b)

LHS

RHS

Type

(P /

U

P)Le

ngth

(m

)W

idth

(m

)En

croa

chm

ent*

Ligh

ting

(Y

/N)

Barr

ier

free

de

sign

**

Type

(P /

U

P)Le

ngth

(m

)W

idth

(m

)En

croa

chm

ent*

Ligh

ting

(Y

/N)

Barr

ier

free

de

sign

Not

e: P

: Pav

ed; U

P: U

npav

ed

*

park

ing/

Vend

ors/

Tree

s/El

ectr

ic P

oles

/Oth

er o

bsta

cles

**

acce

ss a

t ent

ry/g

uidi

ng ti

les/

audi

ble/

none

51

Annexures

NM

V la

ne In

vent

ory

(Sur

vey

Form

at 1

C)

LHS

RHS

Leng

th

(m)

Wid

th

(m)

Pave

men

t co

nditi

on

*

Segr

egati

on

tool

s to

sep

erat

e N

MV

lane

from

ot

her

mod

e **

Encr

oach

men

t **

*Li

ghti

ng

(Y/N

)Le

ngth

(m

)W

idth

(m

)

Pave

men

t co

nditi

on

*

Segr

egati

on

tool

s to

sep

erat

e N

MV

lane

from

ot

her

mod

e **

Encr

oach

men

t **

*Li

ghti

ng

(Y/N

)

Not

e:*G

ood/

Poor

/Bad

*

*pai

nted

mar

king

/ker

bed/

none

***

Park

ing/

Vend

ors

52

Preparing a Comprehensive Mobility Plan (CMP) – A Toolkit (Revised)In

fras

truc

tura

l Fac

iliti

es a

nd E

nfor

cem

ent

alon

g ro

ad (S

urve

y Fo

rmat

1d)

Any

Aut

o St

and

Any

Tax

i St

and

Is it

a

bus

rout

e?

(Y/N

)

No.

of o

n-st

reet

par

king

Encr

oach

men

t on

Road

Vehi

cle

rest

ricti

onLH

SRH

S

LHS

RHS

LHS

RHS

LHS

RHS

(Y/N

)Ro

ad w

idth

en

croa

ched

(m

)

Type

of

Encr

oach

men

t(Y

/N)

Road

wid

th

encr

oach

ed

(m)

Type

of

Encr

oach

men

tPM

VN

MV

IPT

Not

e: S

urve

y Fo

rmat

s 1a

, to

1d is

a s

ingl

e fo

rmat

53

AnnexuresSu

rvey

For

mat

2.

Junc

tion

Inve

ntor

y

Inte

rsec

tion

Nam

eTy

pe o

f in

ters

ecti

on*

Type

of t

raffi

c

oper

ation

**Tr

affic

calm

ing

tool

sBa

rrie

r fr

ee

acce

ssO

ther

NM

V fa

ciliti

es

(NM

V b

ox e

tc)

Inte

rsec

tion

Des

ign

(No.

of

arm

s)

* 1

– U

n-Si

gnal

ised

2 –

Sig

nalis

ed

3

– R

ound

abou

t

4 –

Sign

alis

ed R

ound

abou

t

5

– O

ther

s

**M

– M

anua

l

A -

Aut

omat

ed

54


Surv

ey F

orm

at 3

. Tr

affic

volu

me

coun

t at s

cree

n lin

e, c

ordo

n an

d in

ters

ecti

on

Loc

ation

Dire

ction

from

Dat

e/M

onth

Yea

r

Cou

nt s

tatio

n no

Dire

ction

Rig

ht S

trai

ght

Left

turn

Day

Pass

enge

r ve

hicl

eG

oods

Veh

icle

Hea

vy fa

stLi

ght f

ast

Slow

Oth

er

Hea

vy fa

stLi

ght f

ast

Slow

City bus

Intercity bus

Mini bus

Car

MTW

Auto

Van

Jeep

Taxi

Shared Auto

Cycle

Cycle rickshaw

pedestrian

Truck

MAV / Trailers

LCV

Others

Cycle rickshaw trolley / carts

Others

6 –

7 am ...

....

5 –

6 pm ...

.....

55

AnnexuresSu

rvey

For

mat

4.

Park

ing

Surv

ey

On-

Stre

et P

arki

ng (S

urve

y Fo

rmat

4a)

Road

N

ame

Nod

e/na

me

Leng

th o

f pa

rkin

g

Coun

t of v

ehic

les

Park

ing

fee

Nea

rest

PT

sto

pD

ista

nce

to

PT s

top

Star

tEn

d

Car

2W

Auto

Cycle

Rickshaw

Tempo

Truck

Others

Car

2W

Auto

Cycle

Rickshaw

Tempo

Truck

Others

56

Preparing a Comprehensive Mobility Plan (CMP) – A Toolkit (Revised)O

n-St

reet

Par

king

(Sur

vey

Form

at 4

b)

Nam

e of

Par

k-in

g lo

tA

rea

of

Park

ing

lot

Coun

t of v

ehic

les

Park

ing

fee

Nea

rest

PT

sto

pD

ista

nce

to

PT s

top

Car

2W

Auto

Cycle

Rickshaw

Tempo

Truck

Others

Car

2W

Auto

Cycle

Rickshaw

Tempo

Truck

Others

57

AnnexuresSu

rvey

For

mat

5.

Spee

d an

d D

elay

Sur

vey

Spee

d &

Del

ay –

Car

(Sur

vey

Form

at 5

a)

Sl. N

o.Ro

ad n

ame

From

Nod

eTo

Nod

eD

ista

nce

(km

)St

art T

ime

(min

)En

d Ti

me

(min

)Ti

me

Del

ay (s

ec)

Purp

ose

of d

elay

Spee

d &

Del

ay –

PT

(Sur

vey

Form

at 5

b)

Sl. N

o.Ro

ute

nam

eRo

ad N

ame

From

Nod

eTo

Nod

eD

ista

nce

(km

)St

art T

ime

(min

)En

d Ti

me

(min

)Ti

me

Del

ay (s

ec)

Purp

ose

of d

elay

58

Preparing a Comprehensive Mobility Plan (CMP) – A Toolkit (Revised)Su

rvey

For

mat

6.

Inve

ntor

y fo

r Cy

cle

Rick

shaw

s an

d A

utos

Flee

t in

vent

ory

– au

to r

icks

haw

(Sur

vey

Form

at 6

a) –

Sec

onda

ry D

ata

Ow

ner

(ow

ned/

rent

ed)

Type

of fl

eet

(cap

acit

y)U

se (s

hare

d or

no

t)

Ave

rage

ve

hicu

lar

km

/day

Ave

rage

ve

hicl

e ag

e

Ave

rage

ea

rnin

g pe

r da

y

Occ

upan

cyA

vera

ge p

asse

n-ge

r pe

r da

yPe

ak h

our

Ave

rage

Rout

e in

vent

ory

for

shar

ed a

uto

rick

shaw

s (S

urve

y Fo

rmat

6b)

– S

econ

dary

Dat

a

Rout

e nu

mbe

rRo

ute

leng

thLo

cati

on c

over

edH

eadw

ay

(min

utes

)A

vera

ge

pass

enge

rs/d

ay

Ave

rage

routi

ng tm

eA

vera

ge d

elay

Peak

hou

rA

vera

ge

59

Annexures

Cost

and

Far

e of

Sha

red

Aut

os (S

urve

y fo

rmat

6c)

– S

econ

dary

Dat

a

Ope

rato

rO

pera

tion

cost

per

km

Tax

levi

edFa

re s

truc

ture

Reve

nue

per

km (R

s)Pr

ofit/

loss

(Rs)

Fuel

effi

cien

cy

60


rvey

For

mat

7.

Inve

ntor

y fo

r pu

blic

tran

spor

t

Inve

ntor

y fo

r BR

T Co

rrid

or (S

urve

y Fo

rmat

7a)

Nam

e of

ro

adN

ode

(bus

st

op)

Wid

th o

f Bus

la

ne (m

)Le

ngth

(k

m)

Bus

lane

loca

tion

w

rt ro

ad s

ecti

on

(Med

ian/

left

si

de)

Type

of b

us

infr

astr

uctu

re

(ope

n/cl

ose)

Bus

lane

Seg

rega

tion

to

ols

(Ker

bs/l

ane

mar

king

/ fe

nces

)

Type

of

bus

stop

(S

tagg

ered

/ is

land

)

Ave

rage

sp

eed

(km

ph)

From

ToL

R

61

AnnexuresIn

vent

ory

for

City

Bus

(Sur

vey

form

at 7

b)

Rout

e N

ame

&

Num

ber

Leng

th (k

m)

Nam

e of

Bus

sto

pLo

cati

on (c

oord

inat

es)

Bus

stop

cap

acit

yA

vera

ge S

peed

(k

mph

)N

ear

/ fa

r ju

ncti

onX

Y

62

Preparing a Comprehensive Mobility Plan (CMP) – A Toolkit (Revised)Bu

s Te

rmin

al S

urve

y (S

urve

y Fo

rmat

7c)

Tim

eBu

s Ro

ute

Num

ber

Rout

e N

ame

Type

of B

usA

C/N

on A

CRe

mar

k

Flee

t inv

ento

ry (S

urve

y fo

rmat

7d)

– S

econ

dary

Dat

a

Ow

ner

Flee

t siz

eTy

pe o

f flee

t (A

s pe

r U

rban

Bu

s Sp

ecifi

cati

ons,

201

3)Fl

eet u

tiliz

ation

ra

teVe

hicu

lar

kmA

vera

ge

vehi

cle

age

Occ

upan

cyA

vera

ge P

asse

nger

pe

r da

yPe

ak h

our

Ave

rage

63

AnnexuresCo

st a

nd F

are

(Sur

vey

form

at 7

e) –

Sec

onda

ry D

ata

Ope

rato

rO

pera

tion

cos

t per

km

(R

s)Ta

x le

vied

(Rs)

Type

of F

are

stru

ctur

e &

Far

e St

ruct

ure

Reve

nue

per

km

(Rs)

Profi

t/ lo

ss

(Rs)

Fuel

effi

cien

cy

Rout

e In

vent

ory

(Sur

vey

form

at 7

f) –

Sec

onda

ry D

ata

Rout

e nu

mbe

rRo

ute

leng

thLo

cati

on

cove

red

Hea

dway

(m

inut

es)

Ave

rage

pa

ssen

gers

/day

Ave

rage

routi

ng ti

me

(hou

r)A

vera

ge D

elay

s (m

inut

e)Pe

ak h

rAv

erag

e

64

Preparing a Comprehensive Mobility Plan (CMP) – A Toolkit (Revised)Bo

ardi

ng A

lighti

ng (S

urve

y Fo

rmat

7g)

Tim

eBu

s St

op N

ame

Rout

e N

ame

Boar

ding

Alig

hting

On

Boar

dRe

mar

k

Inte

rcha

nge

surv

ey (S

urve

y Fo

rmat

7h)

Type

of I

nter

chan

geN

ame

CCTV

Pass

ente

r In

form

ation

Sy

stem

(PIS

)Pa

rkin

g A

vaila

ble

for

cycl

e /

Cycl

e Ri

cksh

ow

wit

hin

250

m

Y/N

Coun

tY/

NCo

unt

Y/N

Coun

t

65

AnnexuresSu

rvey

For

mat

8.

Land

use

Surv

ey a

long

PT

Corr

idor

(BRT

/ M

etro

)

Sl. N

o.Ro

ad N

ame

From

N

ode

To

Nod

eFl

oors

Fron

tage

Le

ngth

(m)

Base

men

tFl

oor

Usa

geZo

nal L

andu

seG

roun

dG

+1G

+2G

+3G

+4

66


rvey

For

mat

9.

Frei

ght S

urve

y

Dat

e of

sur

vey:

Surv

ey c

orri

dor:

From

:

Day

of s

urve

y:D

irec

tion

of s

urve

y:To

:

Tim

eVe

hicl

e ty

peO

rigi

nD

esti

nati

onTr

ip fr

eque

ncy

Vehi

cle

Code

LCV

1

2-A

xle

truc

k2

3 –

Axl

e tr

uck

3

Mul

ti ax

le v

ehic

le4

Trac

tor

5

Tem

po6

NM

T7

Trip

Fre

quen

cyCo

de

Dai

ly o

nce

(one

-way

)1

Dai

ly tw

ice

(up

&

dow

n)2

Dai

ly th

rice

or

mor

e3

Oth

ers

4

67

AnnexuresSu

rvey

For

mat

10.

Tra

ffic

Safe

ty–

Seco

ndar

y D

ata

Acc

iden

t Lo

cati

onTy

pe o

f Acc

iden

t (Fa

tal /

N

on- F

atal

)Ty

pe o

f veh

icle

Invo

lved

in t

he

Acc

iden

tA

long

Roa

d /

Junc

tion

/ F

lyov

er

68


Survey Format 11. Household Survey

General or Household interview

Socio-demographic characteristics, activity patterns and travel behaviour are inter-related. In order to effectively

understand transport demand and supply, personal as well as socio-demographic characteristics such as age,

gender, employment status, family size, income levels, etc. must be taken into consideration. The study of travel

behaviour based on these characteristics will also help ensure that transport proposals are inclusive (that is, the

benefits and costs are distributed proportionally across socio-demographic sectors). Therefore, it is essential

to collect the above information while conducting the household survey for the comprehensive and inclusive

mobility plan. It is possible that the income data gathered will not be representative. Therefore, for determining

the income status, it is important that details on household assets are also collected during the household survey.

Individual survey

For conducting the household survey, a travel diary method is to be used, wherein the respondent is asked to

recount his or her travel behaviour on the previous day, and all trips, including the trip-chains, short distance

and casual trips are noted. An analysis of travel behaviour should only draw on data collected from individuals

who have been interviewed for the survey. For this sample to be truly representative, it is important to collect

and include data on the travel behaviour of women, children and old people.

The household survey questionnaire can be broadly divided into two sections: a revealed preference survey41 and

a stated preference choice42. The revealed preference survey must include questions related to information on

the household and its members as well as their choices under existing conditions, whereas the stated preference

choice includes their alternative choices which may be non-existent.

Based on the identified indicators for CMP, it is necessary to collect information regarding the existing use and

availability of modes, and criteria related to safety, security and cost. Also, the trip chain data should be able to

capture details for multi-modal use and include information like access and egress mode, distance, travel time

and cost.

41 Revealed Preference survey is based on actual market behaviour which cannot directly predict response to new alternative. It requires large sample.

42 Stated Preference survey is based on hypothetical scenarios which can elicit preferences for new alternatives. It requires smaller sample as compared to revealed preference survey.

69

Annexures

Travel behaviour - Household information

Data required Description

Personal information

Age

Gender

Education

Occupation (to get idea about current and future travel demand/ need)

Monthly income (in range, may be by proxy variables like household assets)

Vehicle ownership and age of vehicle and fuel type (needed for emission factor)

Monthly expenditure on transport

Trip making information

Trip purpose

Trip origin

Trip destination

Travel distance

Mode used

Access mode & cost

Egress mode & cost

Access to Public Transport (PT) stop

Egress from PT stop

Distance to access PT stop

Distance of egress PT stop

Travel time to access

Travel time to egress

Average waiting time for PT (or shared auto)

Total travel time

Total travel cost

Expenditure on fuel

Mileage

Alternative mode used

Transport infrastructure rating for different modes

Perception about Safety

Perception about security

Perception about comfort

Perception about cost

Since every city has different travel patterns and transport infrastructure, people’s responses may vary. For this reason, it is necessary to conduct pilot surveys on 1% of the sampled households, allowing for format changes (See Annexure 4)

70

Preparing a Comprehensive Mobility Plan (CMP) – A Toolkit (Revised)Pa

rt I

(Rev

eale

d Pr

efer

ence

Sur

vey)

1. R

efer

ence

Dat

e:Su

rvey

or n

ame:

Are

a:W

ard

No:

Add

ress

/ D

oor

No.

:

Cont

act n

umbe

r of

resp

onde

nt (L

andl

ine

and

mob

ile):

Emai

l id:

2. H

ouse

hold

Info

rmati

on

S.

No.

Nam

eRe

lati

on

wit

h he

adSe

x (M

/F)

Age

Educ

ation

Mai

n A

ctivi

ty

(Occ

upati

on)

12

34

56

1 2 3 4 5 6 7

Hou

seho

ld A

sset

s ow

ned

Y/N

Num

ber

Car

Scoo

ter

(M2W

)

Cycl

e

Des

irabl

e H

ouse

hold

Ass

ets

Phon

e /

mob

ile p

hone

Frid

ge

LPG

Sto

ve /

Cyl

inde

r

Cool

er

A.C

.

T.V.

Des

ktop

/ L

apto

p Co

mpu

ter

Aver

age

Mon

thly

Inco

me*

Mon

thly

Exp

endi

ture

on

Tran

spor

t*

*var

ies

from

city

to c

ity

71

Annexures

Code

(Rel

ation

wit

h H

ead

of th

e H

ouse

hold

) (2)

Educ

ation

(5)

Acti

viti

es (6

-7)

1. S

elf

1. N

o sc

hool

edu

catio

n1.

Sal

arie

d em

ploy

men

t (re

gula

r w

aged

)

2. W

ife /

Hus

band

2. P

rim

ary

educ

ation

(Upt

o 8t

h)2.

Dai

ly W

ages

em

ploy

men

t (ca

sual

labo

ur)

3. S

on /

Dau

ghte

r3.

Mat

ricu

latio

n/up

to 1

2th

3. S

elf E

mpl

oyed

(wor

k in

h/h

ent

erpr

ise)

4. M

othe

r /

Fath

er4.

Gra

duat

e4.

Stu

dent

5. O

ther

s5.

Oth

ers

(Spe

cify

)5.

Une

mpl

oyed

6. O

ther

s - s

peci

fy

3.

Vehi

cle

Ow

ners

hip

in t

he h

ouse

hold

Pres

ent

Befo

re 2

yea

r

Type

M

ake

(Yea

r)Fu

elM

ileag

eTy

peM

ake

(Yea

r)Fu

elM

ileag

e

1 2 3 4 5 Type

: Car

, Mot

oris

ed tw

o W

heel

er

72


5. T

rave

l Dia

ry (S

imila

r for

mat

will

be

fille

d fo

r eac

h m

embe

r of t

he h

ouse

hold

trav

ellin

g on

the

prev

ious

day

)

HH

Mem

ber

no:

Day

of T

rip

Mon

day

/ Tu

esda

y /

Wed

nesd

ay /

Thu

rsda

y /

Frid

ay

Seg

Purp

ose

43M

ode44

St

art L

ocati

onSt

art ti

me

Wai

ting

Ti

me

End

Loca

tion

Trav

el ti

me

(min

)D

ista

nce

(km

)Fa

re /

par

k-in

g co

stTr

ip

Freq

uenc

y

1 2 3 4 6. S

urve

yor’

s re

mar

ks________________________________________________________________________________________________________

________________________________________________________________________________________________________

43 T

rip

purp

ose:

1-H

ome;

2-W

ork;

3-E

duca

tion;

4-A

cces

s to

Pub

lic tr

ansp

ort;

5-A

cces

s to

Aut

o Ri

cksh

aw/

Tem

po; 6

-Rec

reati

on;7

-Oth

ers

44 M

ode:

1-C

ar; 2

-2 W

heel

er; 3

-Bus

; 4-A

uto;

5-S

hare

d A

uto;

6-W

alk;

7-B

icyc

le; 8

-Cyc

le R

icks

haw

; 9-T

axi;

10-A

ny o

ther

s (P

leas

e Sp

ecify

)

4. C

hoic

es a

nd o

pini

ons

How

far

is th

e ne

ares

t pub

lic t

rans

port

/ s

hare

d tr

ansp

ort s

tati

on fr

om y

our

hous

e?

No.

Mod

el

Nea

rest

st

op

(dis

-ta

nce)

Tim

e ta

ken

to

reac

h

Avg

. W

ait-

ing

tim

e

How

oft

en d

o yo

u us

e it

in a

w

eek

? (n

o. O

f ti

mes

per

wee

k)

serv

ice

reli-

abili

tySa

fety

of t

he

mod

eCo

st o

f tra

vel

(far

e)

1Pu

blic

Bus

Goo

dO

kBa

dG

ood

Ok

Bad

Goo

dO

kBa

d

2BR

TS (i

f any

)G

ood

Ok

Bad

Goo

dO

kBa

dG

ood

Ok

Bad

3Sh

ared

Aut

oG

ood

Ok

Bad

Goo

dO

kBa

dG

ood

Ok

Bad

4D

o yo

u th

ink

it is

saf

e an

d co

nven

ient

to w

alk

on ro

ads

of _

____

____

____

____

city

?G

ood

Ok

Bad

5A

re y

ou s

atisfi

ed w

ith th

e w

ay y

ou tr

avel

in th

e ci

ty?

Yes

No

6If

No,

Wha

t do

you

thin

k ne

eds

to b

e im

prov

ed?

Inst

ructi

on fo

r tr

avel

dia

ry: I

n th

e su

rvey

one

trip

is th

e ro

und

trip

mad

e by

the

resp

onde

nt. H

ere

a tr

ip is

div

ided

into

6 s

egm

ents

, whe

re e

ach

seg-

men

t of t

he tr

ip p

rese

nts

the

addi

tiona

l acti

vity

take

n w

ithin

a tr

ip th

at c

an b

e ei

ther

cha

ngin

g m

ode

of tr

ansp

ort,

doi

ng in

terc

hang

e or

add

ition

al tr

ip

purp

ose

like

buyi

ng v

eget

able

s or

dro

ppin

g ki

ds.

Prim

ary

trip

pur

pose

is th

e m

ain

trip

bei

ng m

ade

by th

e re

spon

dent

. For

exa

mpl

e, m

ain

trip

is g

oing

to

wor

k w

hile

dro

ppin

g ch

ild o

r buy

ing

vege

tabl

es o

n th

e w

ay is

the

seco

ndar

y tr

ip. I

f num

ber o

f seg

men

ts in

the

roun

d tr

ip is

mor

e fo

r a re

spon

dent

th

en h

e/sh

e ca

n us

e th

e ot

her

tabl

e fo

r fil

ling

up th

e de

tails

.

73

Annexures

Household Survey – Part II (Stated Preference Choice survey)

This survey format is designed to capture people’s behavior in making choices when alternative mode is available and improved. This requires providing choices to the respondents including the improved and existing alternatives. The respondents can then either choose among the given alternatives or choose an alternative within a scenario.

However, there are certain points of concern while formulating the choice set within each scenario:

• People may be biased for a certain alternative either on negative or on positive side.

• Time and cost attributes are comparatively easy to introduce and understand; however the change in safety and security parameters needs to be strongly addressed.

• It is likely that inferior modes are not considered as an available alternative for middle income and high income group.

• It is extremely important to ensure that an alternative within a choice set does not dominate as it is difficult to determine the trade-offs between different alternatives.

Stated preference choice surveys can help an analyst to identify the probability of a respondent shifting from one mode to another under varying conditions and thus estimate shifts in alternative scenarios for CMP. This requires analysing the effect of factors on the mode choice of people. Thus, in the survey various scenarios are presented to respondent that shows variations in the attributes of different modes/options and the respondent is asked to choose one preferred mode of travel in each scenario. With the help of variations in attributes of modes and respondent choice, the effect of parameters can be determined in making mode choice that can be extrapolated based on the socio-economic profile of the respondent. BIOGEME (freeware) or N-logit (licensed) can be used by the analyst to determine the co-efficient of each of the individual parameter taken into account. The survey methodology enables the analyst to understand the impact of improving infrastructure, taxation and pricing regime or introducing new choice mode in alternative scenarios.

74

Preparing a Comprehensive Mobility Plan (CMP) – A Toolkit (Revised)7.

Sta

ted

pref

eren

ce s

urve

y an

d pe

rcep

tion

stu

dy

Des

crip

tion

of s

cena

rios

: Cho

ice

sets

(exa

mpl

es s

how

n be

low

) : s

ampl

e

Scen

ario

1Sc

enar

io 2

Scen

ario

3

Wal

kBi

cycl

eBu

sM

TWCa

rA

uto

Wal

kBi

cycl

eBu

sM

TWCa

rA

uto

Wal

kBi

cycl

eBu

sM

TWCa

rA

uto

Fare

Com

fort

Safe

ty

Trav

el ti

me

Park

ing

cost

Base

d on

scen

ario

s att

ribu

tes o

f mod

es, e

ach

scen

ario

is d

efine

d by

the

cons

ulta

nts (

as g

iven

in e

xam

ple)

, whi

ch is

pre

sent

ed to

the

resp

onde

nts

one

by o

ne a

nd a

sked

to s

elec

t mod

e of

trav

el in

eac

h sc

enar

io (t

o be

fille

d in

tabl

e be

low

).

Whi

ch m

ode

will

you

use

for

each

of t

he fo

llow

ing

scen

ario

s?

Mem

ber

No.

Trip

Pur

pose

Scen

ario

1Sc

enar

io 2

Scen

ario

3Sc

enar

io 4

1

wor

k tr

ip

shop

ping

for

daily

nee

ds

Goi

ng to

Sch

ool

2

wor

k tr

ip

shop

ping

for

daily

nee

ds

Goi

ng to

Sch

ool

3

wor

k tr

ip

shop

ping

for

daily

nee

ds

Goi

ng to

Sch

ool

4

wor

k tr

ip

shop

ping

for

daily

nee

ds

Goi

ng to

Sch

ool

75

AnnexuresEx

ampl

e: (V

isha

khap

atna

m L

ow-C

arbo

n M

obili

ty P

lan)

SCEN

ARI

O 1

Attri

bute

Car

Two

Whe

eler

Tran

sit

Aut

o/Ta

xiBi

cycl

eW

alk

Trav

el ti

me

Mor

e du

e to

co

nges

tion

Mor

e du

e to

co

nges

tion

15%

Les

s (In

depe

nden

t lan

e)M

ore

due

to

cong

estio

nCo

mpa

rabl

e to

car

(In

dep

lane

)15

% le

ss (F

ootp

ath)

Trav

el C

ost

Mor

e du

e to

in

crea

sed

trav

el ti

me

Mor

e du

e to

in

crea

sed

trav

el ti

me.

Sam

eM

ore

due

to

incr

ease

d tr

avel

tim

e-

-

Freq

uenc

y (T

rans

it)-

--

--

-

Com

fort

Sam

e as

toda

ySa

me

as to

day

Sam

e as

toda

ySa

me

as to

day

No

grad

ient

, bett

er

surf

ace,

acc

ess

cont

rol,

mor

e w

idth

No

grad

ient

, ind

ep

foot

path

, bett

er

surf

ace,

mor

e w

idth

Safe

tySa

me

as to

day

Sam

e as

toda

ySa

me

as to

day

Sam

e as

toda

y Be

tter

(Ind

ep la

ne,

Traffi

c sp

eed

cont

rol)

Bett

er (I

ndep

la

ne,T

raffi

c sp

eed

cont

rol

SCEN

ARI

O 2

Attri

bute

Car

Two

Whe

eler

Tran

sit

Aut

o/Ta

xiBi

cycl

eW

alk

Trav

el ti

me

Mor

e du

e to

co

nges

tion

Mor

e du

e to

co

nges

tion

15%

Les

s (In

depe

nden

t lan

e)

Mor

e du

e to

co

nges

tion

25 %

less

(Ind

ep

lane

)15

% le

ss (F

ootp

ath)

Trav

el C

ost

Mor

e du

e to

in

crea

sed

trav

el

time.

Mor

e du

e to

in

crea

sed

trav

el

time.

25 %

Hig

her

fare

Mor

e du

e to

in

crea

sed

trav

el ti

me,

in

crea

sed

fare

.-

-

Freq

uenc

y (T

rans

it)

--

20 %

Mor

e -

--

Com

fort

Sa

me

as to

day

for

vehi

cle.

Sam

e as

toda

yM

ore

due

to le

vel b

oard

ing,

le

g ro

om, S

tand

ing

spac

e, A

ir

Cond

ition

ing

Sam

e as

toda

yN

o gr

adie

nt, b

etter

su

rfac

e, a

cces

s co

ntro

l, m

ore

wid

th.

No

grad

ient

, ind

ep

foot

path

, bett

er

surf

ace,

mor

e w

idth

.

Safe

tySa

me

as to

day

Sam

e as

toda

yLe

sser

Ris

k , l

ighti

ng o

f sto

ps.

Sam

e as

toda

yBe

tter

(In

dep

lane

, Tr

affic

spee

d co

ntro

l)Be

tter

(In

dep

lane

, Tr

affic

spee

d co

ntro

l)

76

Preparing a Comprehensive Mobility Plan (CMP) – A Toolkit (Revised)SC

ENA

RIO

3

Attri

bute

Car

Two

Whe

eler

Tran

sit

Aut

o/Ta

xiBi

cycl

eW

alk

Trav

el ti

me

Mor

e du

e to

co

nges

tion

Mor

e du

e to

co

nges

tion

15%

Les

s (In

depe

nden

t la

ne)

Mor

e du

e to

co

nges

tion

25 %

less

(Ind

ep

lane

)15

% le

ss (F

ootp

ath)

Trav

el C

ost

Mor

e du

e to

in

crea

sed

trav

el

time,

incr

ease

d fu

el

cost

, par

king

cos

t.

Mor

e du

e to

in

crea

sed

trav

el

time.

25 %

Hig

her

fare

M

ore

due

to

incr

ease

d tr

avel

tim

e, in

crea

sed

fare

. -

-

Freq

uenc

y (T

rans

it)-

-20

% M

ore

- -

-

Com

fort

Sam

e as

toda

y fo

r ve

hicl

e, fa

rthe

r pa

rkin

g pl

aces

.Sa

me

as

toda

yM

ore

due

to le

vel b

oard

ing

leg

room

, Sta

ndin

g sp

ace,

A

ir C

ondi

tioni

ngSa

me

as to

day

No

grad

ient

, bett

er

surf

ace,

acc

ess

cont

rol,

mor

e w

idth

.

No

grad

ient

, ind

ep

foot

path

, bett

er

surf

ace,

mor

e w

idth

.

Safe

tySa

me

as to

day

Sam

e as

toda

yLe

sser

Ris

k , l

ighti

ng o

f st

ops.

Sam

e as

toda

yBe

tter

(In

dep

lane

,Tra

ffic

spee

d co

ntro

l)

Bett

er (I

ndep

la

ne,T

raffi

c sp

eed

cont

rol)

77

Survey Formate 12. Energy Consumption in Transport: City Level

Fuel Name: Unit: MTOE

Sr. No. Item Year 1 Year 2 Year 3

Transport

1 Road

2 Rail based

3 Water based

Instructions for filling:

1. A seperate format will be furnished for Petrol (MS), Diesel (HSD), Compressed Natural Gas (CNG), LPG and Electricity

2. Priorityshouldbeoncollectingdataforlatestyearortheyearforwhichtheinformationiscollectedforotheractivities

3. TheinformationshouldbecollectedatanaggregatelevelfromtherespectiveOilCompanies,ElectricityUtlity,PublicTransportUtilities,RailwaysorMassTransitOperators

4. If the information isnotavailableatcity level thendistrictwisefiguresshouldberecorded. InordertomaketheinformationconsistentwithCMPplanningareapopulationshouldbeusedasaproxy.

77

Annexures

78


Survey Formate 13. Vehicle inventory – Registered Vehicles at city level

Vehicle Type Fuel Year 1 Year 2 Year 3 Year 4 Latest Year

Two WheelersPetrol

Others

Three Wheelers

Petrol

Diesel

CNG

Others

Four Wheelers

Petrol

Diesel

CNG

Others

Taxis

Petrol

Diesel

CNG

Others

Buses

Diesel

CNG

Others

Trucks (LCV)

(Upto 7.5 tonnes)

Diesel

Others

Trucks (HCV)Diesel

Others

79

Annexures

Survey Formate 14. Vehicle Survey at Petrol Pump

Type of vehicle (Tick one)

Car SUV 3 wheeler 2 wheeler Bus Truck Other (Specify)

Type of fuel (Tick one)

Petrol Diesel CNG LPG Electricity Other(Specify)

Make Model Year of Mfg

Mileage Km/Iitre Odometer Reading Kilometers

Instructions for filling questionnaire:

TobecarriedoutatpetrolpumpsorCNGstationsandpreferablyatstationswithPUCcheckingsothatvehiclepollutionparameterscanalsobemeasured.VehiclessampledshouldbeinproportiontotheirpopulationasperSurveyformat13

80


Survey Formate 15. Air Quality levels – Secondary Data

YearDate & Time of measurement

Parameters

NOx CO SOx PM 10 PM 2.5

1

Location1

Location2

LocationN

Total

2

Location1

Location2

LocationN

Total

3

Location1

Location2

LocationN

Total

81

Annexures

Annexure 2. Stakeholder Consultation

Stakeholderconsultationisanimportantexerciseforvariousreasons:

a) Understanding the city:Itisnecessarytoengagewithstakeholderswhoworkinthecity.Groundexperienceofthestakeholderswiththecityisvaluableandmustbecaptured.Thisexercisewillhelpusunderstandnotjustthecharacteristicsofthecitybutalsohelpusunderstandthemainbottlenecksandstrengthsofthecity.Byunderstandingthelimitationswithinwhichthestakeholderswork,wewillbeabletodevelopmorerelevantscenariosforthecityandmakebetterrecommendations.

b) Stakeholder consultations: Ithasbeenwidelyrecognizedasan importantexercise inrecenttimes.Thetop-downapproach,where recommendations aremade to a citywithout involving stakeholders in thedeliberationprocessandusing itsknow-how,hasbeenwidelycriticised. It isnowrecognized thateachcityhas itsuniquecharacter.Therecommendationsmade,havetosuittheuniquecircumstancesunderwhichthecityfunctions.

c) The scope of work of each organisation:Thereareanumberofagenciesthatoperateinacity.Sometimes,multipleagencieswillbeinvolvedinthesamearea.Forexample:Constructionandmaintenanceofroadsina citywon’t fall under the jurisdictionofa singleagency.Anumberof agenciesare involved in thatprocess.Thereisusuallyacleardemarcationofeachagency’sscopeofworkandthereforeunderstandingthe exact jurisdiction of each agency is important. Thiswill help in understanding the exact tasks thateach organisation is responsible for and also identifying areas where there is an overlap of tasks andresponsibilities.

d) Developing alternative scenarios: CMPwill involvedevelopingalternativescenariosofurbantransport.Thedifferencebetween thealternativeswillbedifferences inpolicy; institutional framework; transportplansof thecity; technological innovationsandothersuchdetails.Stakeholderconsultationwillhelp inbuildingthesealternativescenarios.

e) Building a rapport with the city:Byengagingwiththestakeholders,arapportwillbebuiltwiththecity.ThisisvitalbecauserecommendationsmadeintheCMPwillneedtobeimplemented.Havingarapportwiththecitywillensurethattherecommendationsaresmoothlyimplementedandproblemsandbottlenecksareminimizedintheimplementationstage.

f) ItistobenotedthatcertainstakeholdersmaynotcontributetothecreationofCMPbutcouldbepowerfulenoughtohindertheimplementation.Engagingthesestakeholders,keepingthemregularlyintheloopoftheprojectandtakingsomeoftheirrecommendationsintoconsiderationwillhelpinensuringmaximumsupport from the city.

Identifying Stakeholders

Stakeholderswillincludethefollowing:

i. GovernmentBodieslikeMunicipalcorporations,DevelopmentAuthorities,PublicWorksDepartments,TrafficPolice,TransportDepartment,EnvironmentPollutionControlAuthority(EPCA),EnvironmentDepartment,CantonmentBoard,TransportCorporations,etc.

82


ii. ExpertsinthefieldoftransportfromAcademicInstitutesandResearchbodiesandConsultantsorpractitionersinthefield.

iii. Non-governmentalorganisations(NGOs)/CivilSocietyOrganisations(CSOs)

iv. Elected Representatives from city (Ward councillors/ Corporators), state (MLAs, Transport minister) orCentre (MP).

v. Operatorslikeautorickshawunions,privatebusoperators.

Classifying stakeholders on the basis of their role in transport

a) Organisations or individuals responsible for making decisions regarding transport.Theseorganisationscouldbeinvolvedeitheratcity-levelplanningoftransportorframingpoliciesorintransportoperations.Thatis,governmentorganisationsforwhichtransportisoneoftheprimaryfocusandthustheyaredirectlyinvolved.

b) Organisations or individuals who arenotpartofthegovernmentbutaredirectly involved in the transport operations in the city. Thiscould includeauto rickshawunions, taxidriversassociation,etc.ThisgroupcouldalsoincludePrivateplayerswhoareinvolvedwiththegovernmentinvarioustransportbasedPPPoperationslikeoperationofbuses,tollroads,etc.

c) Organisations or individuals (governmentornon-government)whose activities tend to shape the transport needs and demands of the city. Thiswill include large industrialunits,urbandevelopmentauthorities,ports, railways, etc.

d) Organisations and individuals (government or non-government) who hold prominent positions are important opinion makers in the city.ThiswillincludethePress;Universities,collegesandothereducationalinstitutes; popular NGOs and other popular representative organisations like Confederation of IndianIndustry.

Anotherwayofclassifyingthestakeholdersisonthebasisoftheirlocation(centre,stateandcitylevel)androlesinthetransportsystem(planning&policy,infrastructure,operationsandmonitoring/evaluation).AclassificationdoneforVisakhapatnamduringthepreparationofLCMPisprovidedinTablebelow.

Institutional framework for urban and regional transport functions for Vishakapatnam

Mode Hierarchy Planning & Policy Infrastructure OperationsMonitoring & Evaluation

Private Motorised

Centre HPCL NHAI

State VUDA TrafficPolice RTA, APPCB

City GVMC

Non- Motorised

Centre NHAI

State VUDA TrafficPolice

City GVMC

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Mode Hierarchy Planning & Policy Infrastructure OperationsMonitoring & Evaluation

IPT

Centre HPCL NHAI

State VUDAIPTOperators,TrafficPolice

RTA, APPCB

City GVMC

City Bus

Centre HPCL NHAI

State VUDA,APSRTC APSRTC APSRTC,TrafficPolice RTA, APPCB

City GVMC

BRT

Centre HPCL

State VUDA APSRTC,TrafficPolice VUTCL

City GVMC GVMC

Intercity Bus

Centre HPCL NHAI

StateAPSRTC,APR&B(PWD) Dept.

APSRTC

City

Railways

Centre East Coast Railway East Coast Railway East Coast Railway

State

City

Airport

Centre AAI AAI Airlines DGCA

State

City

Port

CentreMinistry of Ship-ping

Ministry of Shipping,VPT

VPT

State

City

Goods

Centre NHAI

State VUDA

City GVMC PrivateOperators

HPCL–HindustanPetroleumCorporationLtd.VUDA–VishakhapatnamUrbanDevelopmentAuthorityNHAI–NationalHighwayAuthorityofIndiaGVMC–GreaterVishakhapatnamMunicipalCorporationAPSRTC-AndhraPradeshStateRoadTransportCorporationAPR&B(PWD)–AndhraPradeshRoad&BuildingsPublicWorksDepartmentRTA–RegionalTransportAuthorityAPPCB–Andhra–AndhraPradeshPollutionControlBoardVUTL–VishakhapatnamUrbanTransportCompanyLtd.VPT–VishakhapatnamPortTrust

PreparingaComprehensiveMobilityPlan(CMP)–AToolkit(Revised)

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Managing Stakeholders

Stakeholder management is important toensurea long-term involvement inplanningandimplementationofCMP.Thestakeholdersidentifiedshould be classified according to their attitudetowardssustainabletransportinitiativesaswellastheirlevelofpowerorinfluenceonthemSuchanexercisewillhelpingroupingsimilarstakeholderstogether. ‘Ecologyofactors’ frameworkused formappingandmanagingthestakeholdersisshownintheFigureontheright. Ecology of Actors Framework for Managing Stakeholders45

45LakeSagaris’sPresentation:ÏnclusivePlanningforGood,Just,LiveableCities”,March2012(TomGodefrooji,I_CE/BrakantPlanners,TheNetherlands)

Thisframeworkclassifiesstakeholdersintofourcategoriesdependingontheirpower/influencelevelsandtheirattitudetowardssustainabletransport.Thesefourgroupsareasfollows:

a) Partners:Highoninfluence/powerandpositiveattitude;

b) Fans/weakpartners:LowonInfluenceandpositiveattitude;

c) Opponents:Highonpower/influenceandnegativeattitude;and

d) Outsiders/weakopponents:Lowonpower/Influenceandnegativeattitude.

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85

Annexure 3. List of NUIS Scheme Towns

Sl. No. Town State

1 Port Blair Andaman&NicobarIslands

2 Adilabad Andhra Pradesh

3 Dharmavaram Andhra Pradesh

4 Madanapalle Andhra Pradesh

5 Nalgonda Andhra Pradesh

6 Srikakulam Andhra Pradesh

7 Tadepaligudem Andhra Pradesh

8 Along Arunachal Pradesh

9 Daporijo Arunachal Pradesh

10 Dibrugarh Assam

11 Nagaon Assam

12 Silchar Assam

13 Tezpur Assam

14 Tinsukia Assam

15 Arrah Bihar

16 Bhagalpur Bihar

17 Darbhanga Bihar

18 Muzaffarpur Bihar

19 Patna Bihar

20 Chandigarh Chandigarh

21 BhilaiNagar Chattisgarh

22 Bilaspur Chattisgarh

23 Durg Chattisgarh

24 Korba Chattisgarh

25 Raipur Chattisgarh

26 Silvassa Dadra&NagarHaveli

27 Daman Daman&Diu

28 Cuncolim Goa

29 Curchorem Cacora Goa

30 Mapusa Goa

31 Margao Goa

32 Mormugao Goa

33 Bhavnagar Gujarat

34 Jamnagar Gujarat

35 Nadiad Gujarat

36 Rajkot Gujarat

37 Surat Gujarat

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Sl. No. Town State

38 Vadodara Gujarat

39 Faridabad Haryana

40 Hisar Haryana

41 Karnal Haryana

42 Panipat Haryana

43 Rohtak Haryana

44 Dharamsala Himachal Pradesh

45 Mandi Himachal Pradesh

46 Nahan Himachal Pradesh

47 Shimla Himachal Pradesh

48 Solan Himachal Pradesh

49 Anantnag Jammu&Kashmir

50 Baramula Jammu&Kashmir

51 Sopore Jammu&Kashmir

52 Achabal Jammu&Kashmir

53 Akhnoor Jammu&Kashmir

54 Bandipura Jammu&Kashmir

55 Beerwah Jammu&Kashmir

56 Bijehara Jammu&Kashmir

57 Budgam Jammu&Kashmir

58 Dakshum Jammu&Kashmir

59 Ganderbal Jammu&Kashmir

60 Kistwar Jammu&Kashmir

61 Kokarnag Jammu&Kashmir

62 Kulgam Jammu&Kashmir

63 Poonch Jammu&Kashmir

64 Qazigund Jammu&Kashmir

65 Rajouri Jammu&Kashmir

66 Ramban Jammu&Kashmir

67 Samba Jammu&Kashmir

68 Sopian Jammu&Kashmir

69 Tral Jammu&Kashmir

70 Udhampur Jammu&Kashmir

71 Uri Jammu&Kashmir

72 Vijaypur Jammu&Kashmir

73 Bokaro Steel City Jharkhand

74 Dhanbad Jharkhand

75 Jamshedpur Jharkhand

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Sl. No. Town State

76 Mango Jharkhand

77 Ranchi Jharkhand

78 Bellary Karnataka

79 Bidar Karnataka

80 Bijapur Karnataka

81 Davanagere-Harihara Karnataka

82 Kolar Karnataka

83 Raichur Karnataka

84 Alappuzha Kerala

85 Kollam Kerala

86 Kozhikode Kerala

87 Palakkad Kerala

88 Thrissur Kerala

89 Kavaratti Lakshadweep

90 Dewas Madhya Pradesh

91 Gwalior Madhya Pradesh

92 Jabalpur Madhya Pradesh

93 Sagar Madhya Pradesh

94 Satna Madhya Pradesh

95 Ujjain Madhya Pradesh

96 Aurangabad Maharashtra

97 Bhiwandi Maharashtra

98 Nashik Maharashtra

99 Pimri Chinchwad Maharashtra

100 Pune Maharashtra

101 Thane Maharashtra

102 Imphal Manipur

103 Kakching Manipur

104 Jowai Meghalaya

105 Tura Meghalaya

106 Champhai Mizoram

107 Lunglei Mizoram

108 Dimapur Nagaland

109 Mokokchung Nagaland

110 Baleshwar Orissa

111 Baripada Orissa

112 Brahmapur Orissa

113 Cuttack Orissa

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Sl. No. Town State

114 Raurkela Orissa

115 Sambalpur Orissa

116 Kraikal Pondicherry

117 Amritsar Punjab

118 Bhatinda Punjab

119 Jalandhar Punjab

120 Ludhiana Punjab

121 Pathankot Punjab

122 Patiala Punjab

123 Bandikui Rajasthan

124 Bijainagar-Gulabpura Rajasthan

125 Dungarpur Rajasthan

126 Karauli Rajasthan

127 Makrana Rajasthan

128 Sawai Madhopur Rajasthan

129 Rango Sikkim

130 Singtam Sikkim

131 Namchi Sikkim

132 Jorethang-NayaBazar Sikkim

133 Geyzing-Pelling Sikkim

134 Mangan Sikkim

135 Pakyong Sikkim

136 Rongli Sikkim

137 Soreng Sikkim

138 Ravongla Sikkim

139 Dharmanagar Tripura

140 Radhakishorepur (Udaipur) Tripura

141 Kailashahar Tripura

142 Khowai Tripura

143 Allahabad UttarPradesh

144 Ghaziabad UttarPradesh

145 Kanpur UttarPradesh

146 Lucknow UttarPradesh

147 Meerut UttarPradesh

148 Varanasi UttarPradesh

149 Durgapur WestBengal

150 Kutli WestBengal

151 Burdwan WestBengal

152 Karagarpur WestBengal

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Annexure 4. Data Collection Approach – Methodology and Sources

Sampling Methodology for Primary Surveys

Primarysurveysareadministeredforsampledzones;stratifiedsampling46 isrecommendedforcollectingtherequireddata.Thecitycanbedividedintosixtoeightbroadzones,basedonlandusepatternsanddistancefromthecitycoreareaorcentralbusinessdistrict(CBD)tocapturevariationininfrastructureandthesocio-economicprofileofcityresidents.

Broad categories of zones

Distance from CBD Residential Slums Commercial/ Industrial

0-1km

1 – 3 km

3 – 5 km

more than 5 km

Sampling technique for household surveys

CMPsneedtoaccountfordifferentcrosssectionsofsociety,andthusarepresentativesamplesurveyfromalllevelsofsocietyisnecessary.Itisalsoimportanttodistributethesamplegeographically.IfNUISandpropertytaxdataisalreadyavailableforthecity,thebuildingfootprintanditsattributecanbeusedforthesamplingexercise.

IfNUISandpropertytaxdataisnotavailablethenfromthebroadzonecategoriesdefinedintheTableabove,sampleTAZsareselectedforsurveyingandcollectingdata.Astratifiedsampleisdonebasedonthesocio-economicprofileofthecitysothatitissignificantatthelevelof95%confidenceintervallevel.

Sample sizes for household survey47

Populationofstudyarea Samplesize(%)

1.5–3.0lakh 3–5%

3.0–5.0lakh 2–3%

0.5–10.0lakh 1.5–2%

>10.0lakh 1–1.5%

46Ageographicallystratifiedrandomsamplingschemecanbeusedtoensureanadequaterepresentationofkeysubgroupsofpopulation/geographicareas.Inagivensample,stratificationmaybedonebycity,planningdistrict,oranyotherappropriategeographicjurisdiction.Indecidingthestratification,themaingoalistodividethestudyareaintorelativelyhomogenousgroups.Asimplerandomsampleofelementsisthenchosenfromeachgroup.Oncethesurveyingiscomplete,weightsaredevelopedforeachgroupsothatthedataforallgroupsmaybehomogenized.

47SeeDevelopmentofToolkitunder“SustainableUrbanTransportProject”TravelDemandModelling,MoUD(2013),Table4-4Detailsoftraveldemandsurveys,sampleframeforhouseholdsurvey,Pg35.

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Sampling method note

Thepurposeofthehouseholdsurveysistoquantifyandanalyzethetravelcharacteristicsofpeoplebelongingtovarioussocio-economicgroups inthecity.Besides,thehousehold levelsurveywillalsohelp inmodellingorigin-destinationoftrips,vehicleemissionsandstatedpreferencesetc.Thissurveymainlycapturestheexistingconditionsoftherespondentsandtheirpreferencesorchoicesasstatedbythem.

Sampling

Urbanareasarelargeandhighlydiverse.Anassessmentofthefulluniverseforanappropriatesamplingisitselfahardtask,giventhatmanyoftheavailabledatafromthecensustracks,whichcanbeusedforgettingthecharacteristicsoftheuniverse,arenotavailableinthepublicdomain.Secondly,forsuchlargeuniverses,astratifiedsystematicsamplingisrequiredprovidedweareabletoidentifythestratafromtheavailabledataset.Thereafterthetaskistodecidethestrataforsurveyandthenidentifysampleswithineachstratum.Themorediversifiedthesample,themorethestrataidentifiedandthebettertheidentificationofstratamorerepresentativethesampleis.Wediscussbelowtheprocessofidentifyingdifferentstrataandsub-stratainacityandthenselectingsamplehouseholdsfordetailedstructuredquestionnairesurveys.

1. Stratifying the city by spatial (geographic) units

Theurbanareasneedtobeselectedforsurveyonthebasisofunbiasedspatialrepresentation.Thefirsttaskistoidentifythespatialunitsfromwithinwhichthesecondlevelofstratificationisdone.Basedonthedemographiccharacteristicsanddelineationoftrafficanalysiszones(TAZs),thefirstlevelofstratacanbeidentified.Atthefirstlevel,thecitycanbedividedintodifferentspatialunitsbasedoneitherpopulationdensityordelineatedTAZincasethelatterdataisavailable.SincethedataofTAZsisnotavailable,thedemographicdatahastobeused.

Fortheuseofdemographicdata,thehypothesisis:‘peopleofsameeconomicandsocialcharacteristicscongregateinthesamearea’andthatdensitiesindicateeconomiccharacteristicsofaneighbourhood.Populationcensusgivesthedemographiccharacteristicsandfromamongtheavailabledata,foursetscanbeofuseincombinationorindividually(i)housingcharacteristics–kutchahousingrepresentingthepoorandpuccahousingrepresentingtherichandthemiddleclasses(ii)femaleliteracyrate–highertheincomehigheristhefemaleliteracy,(iii)densityand(iv)proportionofScheduledCastes/minorities.

Thecensushasthedataforeachhouseholdbutwhenthedataisgivenout,itisbywardsofthecity.Awardcanbeusedasabasicunitofspatialstratification,ifthewardsarenottoolarge.Ifthewardsaretoolargethenwehavetogoatthesub-wardlevelandweneedtofindoutfromtheUrbanLocalBody(ULB)ifithasthisdata.IfitisnotavailablewiththeULBthenonecanusethedataoftheenumerationblockofthecensus,whichisadataaggregatedforabout100to120households.Thisdatacanbeplottedonthemaptogetthespatialdivisionsandthenpickupthestrataforsampling.ThisistheFirstStageStratification.SomeofthecitiesnowhaveaGeographicInformationSystem(GIS)datawithbuildingfootprintsandfrommappingthese;wecanidentifyhomogenouszonesasFirstStageStrata(FSS).Sincethedemographicdataareavailableatamicrospatialunitlevel,thesedatacanbeusedtoprepareanindex,whichismappedonaGISbasetoidentifyzonesofdifferenteconomicstrata.

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Scheduledcastedominatedzonescanalsobeidentifiedthusandthesecanbesuperimposedontheeconomicstratatoidentifydifferentzones/spatialunitswithdifferenteconomicandsocialcharacteristics.Thechallengewillremaintoidentifyspatialunitswithconcentrationofminoritygroups,iftheyareinsubstantialnumbers.ManyIndiancitiesaresegmentedbyreligionaswellandthroughdiscussionswithkeyinformantsandphysicallymovingacrossthecity,thespatialunitswhereminoritiesareconcentratedcanbeidentified.

2. Second stage strata for transport studies

IftheTAZsareavailablethenthatcanbeused.Ifnotthenitisassumedthatspatialunitslocatedatdifferentdistancefromthecitycentrewouldhavedifferenttravelcharacteristics’andhencesecondlevelofstratificationcanbebasedondifferentdistancefromthecitycentre.InIndiancities,informalityallowspeopletostayneartheirworkplace if theycannotafforda formalhouseandhence industrialworkers tend to stay inornearindustrialareasandloaders-unloaderstendtostayneartherailwaystationorwholesalemarkets.Distancefromthecitycentrecanbeinterpretedasdistancefromtheworkcentresandhencezonescanbedelineatedbasedontheland-use.Thecitywoulddefinitelyhavealand-usemap,andthroughphysicalmovementinthecitybytheresearchers,abroadideaofthecity’semploymentcentrescanbeobtained.Thiscanbeusedforpreparingzones.Subsequentlyafurtherstratificationcanbedonebasedonlocationbydistancefromthecentre,e.g.core,intermediatezone,peripheryandouterperipherydependingonthesizeofthecityandland-usestructure(ormorphology)ofthecity.

Tosummarize,theurbanareasinacitycanbeselectedrepresentingfollowingcriteriatorepresentunbiasedspatialdistribution:

I. Spatialdistributiondeterminedbyadministrativeunits(basedondemographics)suchasmunicipalwardstogetspatialunitsrepresentingdifferenteconomicandsocialgroups.

II. Landusestructureorcity’smorphology

III. Distance from the city centre (Core city, intermediate, peripheral and outer periphery)

IV. Spatialdistributiondeterminedbytraffic-analysiszonesifavailable

Whileensuringunbiased spatialdistribution, it is important toensure that various socio-economicgroupsarealsowell-representedaspartofthesesamples.Withineachspatiallyrepresentativearea/zone/clusterofzones,thelow-incomegrouphousingorslumhouseholdsshouldbeincludedinthesample.Thesampleofslumhouseholdsineachselectedzone/areashouldbeatleastasmuchasthepercentageofpopulationresidinginslumsatthecitylevel(oratthezonelevelifdataatzonallevelisavailable).

3. Identifying settlements for survey

Oncethespatialzones/unitshavebeenidentifiedforsurvey,settlementswithinthemhavetobeidentified.Atthisstage,housingtypologycanbeusedformakingthedecision.Thehousingtypologiesare:(i)slumsandchawls(ii)independentbungalows,(iii)twinbungalows,(iv)lowriseapartmentsand(v)highriseapartments.Low-riseapartmentstendtohouselowermiddleincomegroupswhereashighriseapartmentstendtohousehighermiddleincometohighincomegroups.Bungalowstendtohousehighincomegroupsandelites.After

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selectingthesettlement,eitherrandomsamplingusingrandomnumbersorsystematicsampling(everynthhousedependingonthesamplesizerequiredforthesettlement)canbedeployed.Ifthesettlementislarge,assomeoftheslumorhousingboardcoloniesmaybethenclusterscanbeidentifiedinthesettlementtocapturethehomogenousgroupswithinasettlementafterwhichrandomorsystematicsamplingmethodcanbeapplied.

Withintheselectedarea, itshouldbeensuredthatall socio-economicgroupsarewell-represented.Whilesurveyinginlow-incomehousingorslums,itshouldbeensuredthathousingtypologies(i.e.kutchahouses)andsociallyvulnerablegroups(i.e.female-headedhouseholds).Inslums,caremustbetakentopickupsamplesofhouseholdslivinginkutchahousingtobeabletogetasampleof the poorest of the poor.

Logistics

l Theh/hsurveysshouldbeconductedinthehouseholdsettingsansweredbyoneadultmemberofthefamily.

l Thereshouldbeateamoftwoseniorpeopletomonitorthesurveyteams.

l Ideally,data-entryofthesurveysshouldbesimultaneouslydonesothatincaseofmissinginformationorerrors,thesurveyorcanbesentbackagainforthesurvey.

l ThisisagenericsamplingguideforthepurposeoftransportrelatedhouseholdsurveyinIndiancities.Indiancitieshavediversesetofdataandsituations,theresearcherscanusethisnoteasaguidewhiletakingcognizanceofthediversesituationindifferentcitiesbasedontheirownperceptionsandintuition.

Instruction to Surveyors

A detailed workshop should beconductedwithsurveyorstoexplainthepurposeofthesurveysandthedatathatneedstobecollected.Specificinstructionsincludethefollowing:

1. Thetripstakenandtravelneedsforthelastdayaretoberecorded.Thiswillincludeallmultipleorsingletripsmadeduringthelastdaybyeverymemberofthehousehold.

2. Theaccessandegresspartofthetripsneedstoberecordedifpublictransportorpara-transitmodesoftransportareused.Thismeanstherewillbeaminimumofthreesegmentsforeachtrip:theaccesstrip,theline-haultripandtheegresstrip.Boardingandalightingtime,boardingandalightingstations,accessandegressdistanceandaccessandegressmodeswillallbeincluded. Iftransfersaremadetochangethebusorotherrouteitshouldbedefinedasaseparatesegment.

3. Surveyorsneedtorecordparkingchargesifrespondentorpersonmakingtripisusingprivatemodesoftransport(includingbicycle).

Cross-Checks and Continuous Monitoring

Surveyformsshouldberandomlycheckedatregularintervalstokeeptrackofthequalityofinformationbeingcollected.Also,crosschecksarerequiredregardingthetypeofinformationcollected.Itisadvisedthatforsurvey

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Annexures

personnel,asuitablenumberofsupervisorsareprovidedbytheconsultant.Asecondwayofcrosscheckingistriangulationfordatasothatsomedataarecollectedusingdifferentapproachestoseethedifferences.

Sampling technique for collecting data related to infrastructure

In order to prepareaninfrastructureinventory,informationabouttheexistinglevelofserviceandinfrastructuretype is to be collected for non-motorised transport, para transit, public transport and personal motor transport. Dataonroadsand infrastructuretype iscollectedforthreecategoriesof roads,basedontheROWandthepurposeserved:arterialorsub-arterial;collectorroads;andlocalroads.TheroadinventoryfortheentirecityisdevelopedonGISplatformanddataiscollectedusingasampleofroadamenitiesandfacilities.Fromeachofthebroadcategoryofzonesdefinedearlier,sampleTAZsareselectedbasedontheirspatialdistribution. From each of the selected TAZs, a detailed survey is conducted on minimum 50% of the randomly selected roads covering arterial, collector and local roads.BasedonthelandusecharacteristicandspatialdistributionofTAZs,arelationshipcanbedrawntoextrapolatetheinfrastructure type.

Sampling technique for freight

Both motorised and non-motorisedvehiclescarryinggoodscomingintothecityandmovingwithincityneedstobesurveyed.Thiscanbedoneatsampledoutercordonsandcordonpointswherethesevehiclesenterthecorecityarea.Forexample,incaseofVisakhapatnam,fiveoutoftwentysampledintersectionswereselectedforcollectingdatarelatedtofreightmovementinthecity.Ofthesethreewereoutercordonswhileothertwowereentrypointstothecore-cityarea.16hourturningmovementcountshavebeencarriedoutateachoftheseintersectionsonatypicalworkingday.Alongwithoriginanddestinationofthetrips;thesurveyalsoneedstocapturetypeofvehicleusedandcommoditycarried(Surveyformat9)

Sampling Methodology for the Petrol Pump Survey

The choiceofpetrolpumpsshouldbebasedonconveniencesamplingbutpreferablyindifferentareasofthecity. Random vehicles are surveyed in proportion of 33% cars, 33% two wheelers, 10% three wheelers, 12% buses and 12% trucks to develop a confidence level at 95% significance. Simultaneously, a crosscheck on the compositionofvehicles(ageandtype)needstobedoneasperthenumberofregisteredvehicles.A sample of at least 3,00048 vehicles(two-wheelers,cars,buses,autosandtrucks)shouldbecollectedtocoverthesufficientnumberofvehiclesofdifferentvintage.

48Thesamplesizeof3000isrecommendedbasedonsurveyscarriedinDelhi,Vishakhapatnam,RajkotandUdaipurtoachievestatisticallysignificantsampleforeachvehiclecategoryfordifferentvintage

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Annexure 5. Four-Step Modelling

Model Framework (Four Step Modelling)

Thefour-stepmodelapproachforCMPneedstoaccountfordifferentsocialgroupsandgender(SeetheFigurebelow)andforallmodesoftransportincludingNMT,para-transitandpublictransportandthisisslightlydifferentfromtheconventionalfour-stepmodellingwherethereisnodifferentiationintermsofsocio-economicgroupsandgender,wherethefocusismainlyonmotorisedtransport.Modelingsoftware’slikeQuantumGIS,ArcGIS,TransCAD,CUBE,VISUM,EMME,OmniTrans,etc.canbeusedtocreatethetraveldemandmodelofthecity.Howeverthesesoftwaresaredesignedprimarilytomodelmotorisedmodeslikecars,two-wheelersandbuses.Visumistheonlysoftwareamongthesethathasspecificmodulesonenvironment&emissionmodelling,andmodelling forNMT(PuTAux)aswellaspublic transportmodelling.Henceadequatecareshouldbetaken inspecifyingthemodellingparameterstosuitthesoftwaresforcycles.Variousstagesofthemodellingprocedurehavebeenexplainedinthefollowingsections.

Four-Step Model Framework

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Annexures

Thebaseyeartraveldemandmodel isrequiredtoreplicatetheroadnetworkandtravelpatternsofthecityinmodelingsoftwareandtotest forvariousshort-termmeasuresthatcanbetakento improvetheexistingtransportationsystems.Thefollowingtablegivestheinputparametersandtheirdatasourcesusedfordevelopingthe base year model.

Modeling components and input sources

Model Component Input Source

TrafficAnalysisZoneMap DerivedfromWardMap

Road Network DerivedfromPrimaryDatacollectedforroadinventory&Linkspeedsandsec-ondary data on road widths(Itcanalsobederivedfromopenstreetmaps,ifVISUMsoftwareisusedformodeling.Openstreetmapshelpsinincorporatingalltheroadcharacteristics).

TripProductionPatterns HouseholdInterviewDataandcensus

TripAttractionPatterns LandUseDatafromMasterPlanandBuildingwiseusagetypefromPropertyTaxDatabase

TripDistribution TriplengthdistributionpatternsfromHouseholdInterviewdatatocalibratetheGravity Model

Base Year Mode Shares HouseholdInterviewData

TripAssignment TrafficVolumeCountsusedfornetworkcalibration

Trip Generation

TripgenerationinvolvesestimatingthetotalnumberoftripsproducedandattractedtoeachTAZ.Tripproductionisdependentonsocio-economiccharacteristicsofhouseholdswithintheTAZwhiletripattractiondependsontheland-usetypeoftheTAZasexplainedbelow.

Trip production

Householdinterviewdataisnormallyusedtoestimatethetripproductiontrendsforvarioustypesofhouseholdsusingthefollowingsteps:

l Purpose-wise trips (eg., work, school/college, social, recreation, etc) produced in each household arederivedasafunctionofthesocio-economicattributesofthehouseholdlikehouseholdsize,incomeandvehicleownership.

l TotalnumberofhouseholdsineachTAZisderivedfromthecensusdataorthepropertytaxdatabaseanditstotalhouseholdsandnumberoftripsproducedareestimated.

l Thesocio-economiccharacteristicsofeachTAZarederivedfromtheHHInterviewdata.

l If detailed household level data is not available, TAZ level data and parameters like TAZ population,employment opportunitiesetc.areusedtoderivetheproductionsforeachTAZ.

Trip Attraction

ThenumberoftripsattractedtoeachTAZisestimatedinthisstep.Theattractivenessofazoneisafunctionof

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thetypeofland-useofthatzone.Forexampleresidentiallandusesproducetripswhilecommercial,institutionalandindustrialareastypicallyattracttrips.HencetheexistinglandusemixisconsideredasthecriticalvariableindeterminingthetripsattractedtoeachTAZ.LandusedataatthecitylevelisprovidedbytheMasterplanofthecity,buttheyareonlyindicativeasthelanduseallocationinthemasterplanandtheactualusageoflanduseisobservedtobevaryingwidelyinpractice.

ThePropertytaxdatafromthemunicipalcorporationsmaintainbuildingwiselandusetypeanditsplintharea.Typesoflanduseinthebuildingsinclude:Residential,Commercial,Educational,Industrial,PublicUse,Shops,Hospital,Cinema/PubEntertainment,Others.Exceptresidential,allotherlandusetypesattracttrips.Hence, the total plinth area of each type of attracting land uses can be calculated and used as a measure of attractiveness of the TAZ.

Purpose-wise trips attracted to each zone from the household interviews is correlated with land use types in each TAZ, using multiple linear regression technique to derive the relation between the trips attracted and the land uses of the TAZ.Basedontheseequations,thenumberoftripsattractedtoeachzoneisre-calculatedusingtheequations.Thishoweveronlygivesthenumberoftripsatthescaleofthesamplesizeofdata,sincethesampletripsareusedforderivingtheequation.Thereforetheseattractionsareusedastherelativeattractivenessofeachzone.The attractions of each zone are then up scaled proportionally to the total attractions based on the total trips produced for each purpose.

Trip Distribution

TripdistributionisusedtoderivetheOrigin-Destination(OD)matrixfromtheProductionAttraction(PA)tableprepared in tripgeneration.GravityMethod is generally adopted for tripdistribution. In thismethod tripsbetweenzoneiandzonej(Tij)aredistributedinproportiontothenumberoftripsproducedini,numberoftripsattractedinjandintheinverseproportionoftheimpedancebetweenthesezonesi.e.traveltime,travelcost,relativesafetyetc.

Tij = Pi [Ai Fij ⁄ ∑Aj Fij]

Where,

Tij=tripsproducedatIandattractedatj,

Pi=totaltripproductionati,

Aj=totaltripproductionatj,

Fij=(frictionfactor)orcomputedusingtheTLFDcurves

i=originzone,

j=destinationzone

TripDistributioncanbecarriedoutpurposewiseormode-wisebasedoncityspecificcharacteristics.(e.g.,)Triplengthdistributionshouldbeobservedbothpurposewiseandmodewise,andwhicheverparameterhasmoreclearlydefinedtriplengthdistributionsshouldbeselectedfordistribution.If the type of mode is affecting trip length more, mode share split can be carried out before the trip distribution.Thefollowingisthestepwiseprocedure.

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l ThepurposewisepeakhourtripsareaddeduptogetthetotaltripsproducedandattractedtoeachTAZ.

l TheTAZwisemode-sharevaluescanbederivedfromtheHHInterviewdataandappliedtothePAtabletogetthemode-wisePAtableforallzones.

l Currentusers:ThemodeshareofpublictransportandcyclesineachTAZisderivedfromthehouseholdinterviewdataandisusedtoderivethePAtableforcurrentpublictransportandcyclingtrips.ThePAtablecanbeforthepeakhourorfortheentiredaybasedonthestudyrequirements.

l Potentialusers:Allthetripsinthecityformthepotentialpublictransportandcycleusersinthecityanditisimportanttomodelthesetripsinparalleltoestimatetheirpotentialshifttopublictransportandcyclesrespectively.

l One of the features of the four-stage demandmodeling process is that only the inter-zonal trips areconsideredforassignment.Hence,theproportionof intra-zonaltrips ineachTAZ iscalculatedfromtheHHInterviewdataandthesetripsareexcludedfromthedemandmodelingprocess.

l ThePAtablecontaininginter-zonalpublictransporttripsisusedastheinputfortripdistribution.

Forpublictransporttrips,thegeneralizedcostisconsideredasimpedancewhichisworkedoutbasedontimetakenforaccess,waiting,linehaul,transfer,linehaulandegress,anddis-utilityofeachoftheseinmonetaryterms.

Mode Choice

Modechoicemodelsshouldbedevelopedforallmodesoftransportincludingpublictransportandpara-transitmodes.AsdiscussedinTask2-2TAZsizeformodellingthusneedstobesmallenoughtocatertowalk,bicycletripsandaccountforimpactofaccess/egresstripsonpublictransport.

Mode choice equations

ThesearecomputedbasedonrevealedandstatedpreferenceofindividualssurveyedintheHHsurvey.AMulti-nominallogitorNestedlogitmodelsoranyotherlogitfunctionwereruntoachievethemodechoiceequations.Asstatedmodechoiceisthedependentvariableandsocio-demographicsoftheindividual,builtformindicatorsatthetrip’soriginandendandtravelcostaretheindependentvariablesintheequation.

Mode choice for walk and bicycle

OneofthemajordifferencesinmodellingNMTmodesascomparedtomotorisedmodesistheimpactofspeedonmodechoice.SpeedofNMT(walkandbicycle)isconstantandthereisnegligibleimpactofcongestion.Whileotherparameterslikedistancetobetravelled,infrastructurequality,safetyandsecurityconcernshavewiderimpactovermodechoiceofwalkandbicycle.Alongwiththemode-relatedparametersindividualsocio-economicinformationneedstobeaccountedformodellingmodechoiceforNMTmodesoftransport.

Mode choice for public transport

Utilityofpublictransporthasminimumthreeinter-relatedsegmentsi.e.accesstrip,haultripandegresstrip.Studieshaveshownthataccess/egresstriphasasignificantimpactoverpublictransportasamodechoice.The

98


impactisnotonlyintermsofpublictransportinvicinitytoorigin/destinationbutisalsointermsofthediscomfortanddisutilityassociatedwiththemodesusedforaccess/egresstripsandmodeinterchanges.Theutilityfunctionforpublic transport thus involveswaitingtimeanddiscomfortof changingmodesother thanmode relatedparametersforaccess/egresstripandhaultrip.

Trip Assignment

Thisstepisperformedtodeterminenumberoftripsmadebydifferentmodesoneachoftheexistingtransportnetworklinkduringpeakandoff-peakhourperiod.TripassignmentforNMTshouldaccounttolanduseanddensityparametersinthevicinityoftheinfrastructure/facility.Tripassignmentforbicyclealsoincludesparametersrelatedtopavementquality,slope,trafficvolumeandspeed.Thisinvolvesusingbicyclecompatibilityindex(BCI)and other such measures.

ThepersontripODmatricesforcurrentandpotentialusersareconvertedtovehicletripsbasedontheaverageoccupancyobserved ineachmode fromtheoccupancysurveycarriedout in thecity.However, thefloatingpopulationscomingintothecitythroughthenumerousentrypointsarecapturedfromODsurveysattheselocations.These sample surveysareup scaled to total volumebasedon the trafficvolumecountsat thoselocations.The OD matrices from these surveys are added to the OD from trip distribution to develop the overall OD matrix of the city.

Themode-wisecalibratedODmatricesderivedfromtheabovestepareassignedontotheroadnetworkusingUser-Equilibrium or Capacity Restraint methods based on Wardrops equilibrium49 for motorised modes. For cyclists All or Nothing (AON) method is used in general by considering the minimum BCI or travel distance between ODs of the cyclists as the determining factor for route choice.Sincemostlinksareassumedtohaveenoughcapacityforcyclistsandsincecyclistsaresensitivetosafetyandsecurityissuesmorethanthespeed,AONmethodisadopted.

Network Validation

Thelinkflowsobservedfromtripassignmentarecomparedwiththeactualtrafficflowsobservedfromtrafficvolumecountsconductedatvariouslocationsacrossthecity.If it isobservedthatthelinkflowsfromtrafficassignmentvary fromthetrafficvolumecounts, thenetworkneedstobere-checkedfor itsaccuracy.Somemissinglinksintheroadnetworkareidentifiedthroughthisprocedure.However,thelargercontributingfactortothiserrorcanbetheODmatrixderivedfromtripdistribution.TheODmatrixhastobere-calibratedforittomatchthetrafficvolumecounts.Forthis,aniterativeprocessisavailableinmodelingsoftwarescalledtheODmatrixestimation(TransCAD,CUBE)/t-flowfuzzy(VISUM).Usingthisprocedure,thenetworkiscalibratedtomatchtheactualvolumecountsobservedonground.

FordetailsrefertoDemandAssessmentModuleavailableat

https://www.dropbox.com/sh/99ngmessm2cgb76/IRv2lC9AwZ

49DeDiosOrtuzar,JandL.G.Willumsen(2001).Modellingtransport,Wiley.

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Annedure 6. Emission Factors for Vehicle Fleets under Alternative Scenarios

Emission Factors for Vehicle Fleets under Business as Usual (BAU) Scenario

2011 2020 2030

Petrol Diesel Gas Petrol Diesel Gas Petrol Diesel Gas

PM2.5gm/km

CAR 0.024 0.121 0.019 0.011 0.055 0.006 0.010 0.051 0.005

MUV 0.044 0.218 0.033 0.022 0.109 0.011 0.020 0.102 0.010

2W 0.085 0.017 - 0.052 0.010 - 0.051 0.010 -

3W 0.045 0.224 0.039 0.015 0.077 0.010 0.010 0.052 0.005

TAXI 0.035 0.176 0.023 0.021 0.105 0.011 0.020 0.101 0.010

BUS - 0.504 0.050 - 0.293 0.029 - 0.248 0.025

HDT - 0.610 - - 0.275 - - 0.249 -

LDT 0.082 0.298 0.030 0.027 0.115 0.012 0.021 0.105 0.010

TRAC - 0.982 0.098 - 0.310 0.031 - 0.249 0.025

NOxgm/km

CAR 0.147 0.734 0.107 0.104 0.522 0.054 0.102 0.510 0.051

MUV 0.215 1.076 0.153 0.162 0.811 0.084 0.159 0.797 0.080

2W 0.112 0.558 0.082 0.061 0.306 0.031 0.061 0.303 0.030

3W 0.184 0.921 0.159 0.079 0.394 0.048 0.062 0.308 0.031

TAXI 0.205 1.027 0.141 0.159 0.794 0.080 0.158 0.791 0.079

BUS - 16.788 1.679 - 13.287 1.329 - 12.454 1.245

HDT - 19.391 1.939 - 12.984 1.298 - 12.542 1.254

LDT 0.342 10.977 1.098 0.144 8.746 0.875 0.126 8.860 0.886

TRAC - 20.025 2.002 - 13.297 1.330 - 12.558 1.256

COgm/km

CAR 2.838 1.641 2.838 2.341 0.705 2.341 2.347 0.654 2.347

MUV 5.854 3.119 5.854 4.359 1.088 4.359 4.294 0.972 4.294

2W 1.462 1.462 1.462 1.021 1.021 1.021 1.011 1.011 1.011

3W 2.616 2.616 2.616 0.743 0.743 0.743 0.516 0.516 0.516

TAXI 5.230 2.352 5.230 4.301 1.004 4.301 4.261 0.964 4.261

BUS - 9.802 9.802 - 6.471 6.471 - 5.631 5.631

HDT - 12.701 12.701 - 6.175 6.175 - 5.656 5.656

LDT 6.012 7.070 7.070 1.313 5.054 5.054 1.053 5.108 5.108

TRAC - 13.187 13.187 - 6.449 6.449 - 5.673 5.673

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2011 2020 2030


VOCgm/km

CAR 0.321 0.417 0.321 0.095 0.264 0.095 0.077 0.255 0.077

MUV 0.480 0.681 0.480 0.130 0.449 0.130 0.103 0.440 0.103

2W 0.727 0.729 0.727 0.510 0.510 0.510 0.506 0.506 0.506

3W 1.442 1.184 1.442 0.818 0.280 0.818 0.770 0.207 0.770

TAXI 0.385 0.565 0.385 0.115 0.440 0.115 0.101 0.436 0.101

BUS - 2.648 2.648 - 2.093 2.093 - 1.948 1.948

HDT - 3.236 3.236 - 2.038 2.038 - 1.960 1.960

LDT 3.585 1.780 1.780 1.601 1.331 1.331 1.569 1.355 1.355

TRAC - 3.307 3.307 - 2.088 2.088 - 1.964 1.964

FEkm/lit

CAR 14.615 16.808 14.615 17.456 20.075 17.456 17.646 20.293 17.64

MUV 12.717 14.625 12.717 14.593 16.782 14.593 14.687 16.890 14.687

2W 61.300 70.496 - 73.917 85.005 - 74.167 85.293 -

3W 19.020 21.873 19.020 23.576 27.112 23.576 24.394 28.053 24.394

TAXI 12.756 14.669 12.756 14.677 16.878 14.677 14.792 17.010 14.792

BUS - 3.045 3.045 - 3.334 3.334 - 3.408 3.408

HDT - 2.935 2.935 - 3.371 3.371 - 3.382 3.382

LDT 5.595 5.595 5.595 5.875 5.875 5.875 5.769 5.769 5.769

TRAC - 2.886 - - 3.341 - - 3.379 -

Emission Factors for Vehicle Fleets under Sustainable Urban Transport Scenario

2011 2020 2030


PM2.5gm/km

CAR 0.024 0.121 0.019 0.009 0.043 0.005 0.005 0.027 0.003

MUV 0.044 0.218 0.033 0.017 0.086 0.009 0.011 0.055 0.005

2W 0.085 0.017 - 0.039 0.008 - 0.025 0.005 -

3W 0.045 0.224 0.039 0.013 0.067 0.009 0.006 0.028 0.003

TAXI 0.035 0.176 0.023 0.016 0.081 0.008 0.010 0.051 0.005

BUS - 0.504 0.050 - 0.246 0.025 - 0.134 0.013

HDT - 0.610 - - 0.226 - - 0.139 -

LDT 0.082 0.298 0.030 0.023 0.094 0.009 0.012 0.061 0.006

TRAC - 0.982 0.098 - 0.263 0.026 - 0.140 0.014

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2011 2020 2030


NOx gm/km

CAR 0.147 0.734 0.107 0.081 0.404 0.043 0.054 0.270 0.027

MUV 0.215 1.076 0.153 0.126 0.628 0.066 0.085 0.425 0.043

2W 0.112 0.558 0.082 0.046 0.228 0.023 0.030 0.151 0.015

3W 0.184 0.921 0.159 0.067 0.334 0.042 0.034 0.168 0.017

TAXI 0.205 1.027 0.141 0.121 0.604 0.061 0.080 0.398 0.040

BUS - 16.788 1.679 - 10.951 1.095 - 6.737 0.674

HDT - 19.391 1.939 - 10.523 1.052 - 7.010 0.701

LDT 0.342 10.977 1.098 0.118 6.927 0.693 0.073 5.116 0.512

TRAC - 20.025 2.002 - 10.898 1.090 - 7.055 0.706

COgm/km

CAR 2.838 1.641 2.838 1.797 0.554 1.797 1.240 0.346 1.240

MUV 5.854 3.119 5.854 3.378 0.866 3.378 2.291 0.519 2.291

2W 1.462 1.462 1.462 0.763 0.763 0.763 0.504 0.504 0.504

3W 2.616 2.616 2.616 0.641 0.641 0.641 0.283 0.283 0.283

TAXI 5.230 2.352 5.230 3.277 0.772 3.277 2.143 0.485 2.143

BUS - 9.802 9.802 - 5.419 5.419 - 3.056 3.056

HDT - 12.701 12.701 - 5.066 5.066 - 3.164 3.164

LDT 6.012 7.070 7.070 1.099 4.006 4.006 0.613 2.949 2.949

TRAC - 13.187 13.187 - 5.369 5.369 - 3.195 3.195

VOC gm/km

CAR 0.321 0.417 0.321 0.077 0.205 0.077 0.041 0.135 0.041

MUV 0.480 0.681 0.480 0.107 0.348 0.107 0.055 0.235 0.055

2W 0.727 0.729 0.727 0.382 0.382 0.382 0.252 0.252 0.252

3W 1.442 1.184 1.442 0.666 0.239 0.666 0.421 0.114 0.421

TAXI 0.385 0.565 0.385 0.091 0.335 0.091 0.051 0.219 0.051

BUS - 2.648 2.648 - 1.728 1.728 - 1.055 1.055

HDT - 3.236 3.236 - 1.654 1.654 - 1.096 1.096

LDT 3.585 1.780 1.780 1.280 1.053 1.053 0.908 0.782 0.782

TRAC - 3.307 3.307 - 1.713 1.713 - 1.104 1.104

FEkm/lit

CAR 14.615 16.808 14.615 22.139 25.460 22.139 28.842 33.168 28.842

MUV 12.717 14.625 12.717 18.446 21.213 18.446 23.917 27.504 23.917

2W 61.300 70.496 - 95.119 109.387 - 124.297 142.942 -

3W 19.020 21.873 19.020 29.130 33.500 29.130 39.395 45.304 39.395

TAXI 12.756 14.669 12.756 18.698 21.503 18.698 24.699 28.404 24.699

BUS - 3.045 3.045 - 4.075 4.075 - 5.531 5.531

HDT - 2.935 2.935 - 4.144 4.144 - 5.382 5.382

LDT 5.595 5.595 5.595 7.273 7.273 7.273 9.075 9.075 9.075

TRAC - 2.886 - - 4.095 - - 5.373 -

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Note:BasedonnationaltransportemissionsanalysisoutlinedinGuttikundaandMohan(2014);BAUScenarioassumesnochangeinemissionnormsasarecurrentlyinforce.SustainableScenarioassumesBharatStage–IVacrossIndiain2015andBharatStage–Vin2020forallvehicles.VehiclepopulationgrowthbasedoninputsfromSIAM.Electricvehicleshavenolocalemissionshoweverthefuelefficiencynumbers(inkm/kwh)areasfollowsfor CAR – 6.67, 2W – 18.75, 3W – 10, TAXI – 6.67, BUS – 0.83. As there is no fuel economy road maps for them, thesenumbersareassumedtoremainconstantforthehorizonyears.

GuttikundaSK,MohanD(2014)Re-fuelingroadtransportforbetterairqualityinIndia.EnergyPolicy68:556-561

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Annexures

Annexure 7. Sample TOR for Appointment of Consultant for Preparation of CMP50

1. SCOPE OF WORKThe tasks to be carried out are detailed below.

l Task 1: DefinescopeandtimeframeoftheCMP.

l Task 2: Collectdataandanalysetheexistingurbantransportenvironment.

l Task 3: DevelopBusinessasUsual(BAU)Scenario.

l Task 4: DevelopSustainableUrbanTransportScenarios.

l Task 5: DevelopUrbanMobilityPlans.

l Task 6: PrepareImplementationProgram.

Task 1: Define scope and timeframe of the CMP.

Asaninitialtask,theareacoveredbytheCMP,theplanninghorizonsshouldbeclearlydefinedandthevisionshouldbeset,inassociationwithagenciesconcerned.Thebaseyearshouldpreferablybethecurrentyearorthelatestyearforwhichdataiswidelyavailableatthestartofwork.Thiswilltypicallybetheyearprecedingthestudy.

Task 2: Collect data and analyse the existing urban transport and environment.

Task 2.1 Review City Profile

PrepareabriefprofileoftheCMPplanningareafromavailabledocuments,includinglocation,landarea,regionallinkages,demographicdataandsocio-economicdata.

Task 2.2 Delineation of Traffic Analysis Zones

CMPaimstoensuresafeaccessibilityforall,irrespectiveoftheirsocio-economicbackgroundandinawaythatdoesnotaffectthecity’senvironment.TAZsaredelineatedtakingintoaccountvariousfactorslikeadministrativeboundaries,physicalbarrierslikewaterbodies,railwaylineswhicharecuttingacrosszones,roadnetworkandpublictransportnetworkinthestudyarea,homogeneouslandusesandspecialgeneratorslikerailwaystation,sportscomplexes/majorfreightcentresetcmaybeconsideredasseparatezones.

Task 2.3 Review of Land Use Pattern& Population Density

Oncethezonesforthestudyareahavebeendefined,thenextstepistocollectdatainwhichslumsshouldalsobeconsideredaspartofresidentiallanduseandnotaseparatelanduse.Alsoresidentiallanduseshouldhaveincomegroupsmarkedaswell.

50Note:TheTORshouldbeamendedwherenecessarytoreflecteachcity’scharacteristics.

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CDPormasterplansaretheprimedatasourcesforreviewingexistingland-usepatterns.ThesealongwithothersourcessuchasinformationavailablefromtheNationalUrbanInformationSystem(NUIS)Scheme,propertytaxdatamaybeusedtocomputetheresidentialdensityandfloorspaceusedperactivityperunitarea.Inadditiontoresidentialdensities,jobsdensitiesmustalsobestudiedandanalysed.

Task 2.4 Review of the Existing Transport Systems

Areviewoftheexistingtransportinfrastructureandfacilitiesneedstobedoneforeachtransportmode,whichmay includewalking,bicycle, cycle rickshaw,auto rickshaw, sharedauto-rickshawandpublic transport.Thereviewshouldincludealltypesoffacilitiesandamenitiessuchaspavementdescription,intersectionstreatment,lighting,parkingspace,parkingcost,etc.Thefollowingaspectsshouldbereviewed:

l RoadNetworkInventory(existinginfrastructurequalitywithrespecttoeachofthemodes)

l PublicTransportSystem(performanceandlevelofserviceprovisionforpublictransportusers)

l Para-TransitSystem(fleetusagedetail,routedetail,costandfare,etc)

l FreightTransport(VehiclemovementandParkingfacilities)

l TrafficConditionsonRoads(trafficconditions,manualclassifiedcountsandspeed&delaysurveys)

l TrafficSafety(accidentdata)

The data collected and the model developed are to be publicly shared on the Knowledge Management Centre of IUT and with the cities.

Task 2.5 Study of Existing Travel Behaviour

Twoimportantconsiderationsshouldbetakenintoaccountwhilecollectingdataontravelpatterns.Thecollecteddatashouldberepresentativeandcoverthetravelbehaviourofallindividualswithinahousehold,andthedatashouldbesegregatedbysocialgroupandtrippurpose,whichcanrepresentpeople’sperceptionstowardsdifferentmodesoftransportintermsoftime,cost,comfort,safetyandsecurity.

Task 2.6 Review of Energy and Environment

QuantifyingenergyconsumptionfortransportisimportantforestimatingtheCO2 and local air pollutant emissions fromtransport-relatedactivities.Tocreateacompletepicture,bothtop-downandbottom-upapproachesforestimatingenergyconsumptionsarerequired.

Ingeneral,energybalancescoverallfuels,howeversincethefocushereisontransport,onlydiesel,petrol,LPG,CNG51andelectricitywillbecovered.Ambientairqualityshouldbecollectedforunderstandingtheimpactsoftransportonairpollution.

51Whereeverapplicable

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Annexures

Task 2.7 Service-Level Benchmarks

InfrastructuraldatahavetobecollectedotherthanthedatalistedinTask2-4toTask2-6.Thisdatashouldbethencomparedwiththeservice-levelbenchmarkstounderstandthelevelofserviceprovidedtothecitizenofcertainspecifiedparameters.


Indicatorsprovideaneasywaytocommunicateacity’stransportstatus,ortomakecomparisonsacrossalternativescenarios.Theindicatorsfortransportlevelcanbebroadlydividedinthefollowingcategories:

i. Indicatorsformobilityandaccessibility;

ii. Infrastructureandlanduse;

iii. Safetyandsecurity;

iv. Environmentalimpacts;and

v. Economic

MostoftheindicatorscanalsobedirectlylinkedtotheServiceLevelBenchmarksofMoUD.

Task 3: Development of Business as Usual (BAU) Urban Transport Scenario

Task 3.1 Framework for Scenarios

TheBAUscenario is tobedevelopedbasedonexisting trendswithoutany radicalpolicy interventions forsustainabledevelopmentandemissionmitigation.However,itshouldconsiderinfrastructuredevelopmentandlanduseaccordingtotheMasterPlans.

Task 3.2 Socio-Economic Projections

Acity’sfutureeconomictransitionsdependonthecurrenteconomictransitionstakingplaceacrossthecountry.Assuchfollowingprojectionsshouldbeattempted.

i. DemographicProjections

ii. EmploymentProjection

iii. IndustrialGrowthProjection

Task 3.3 Land Use Transitions

Theobjectiveofsuccessfulland-usedevelopmentandgrowthmodelsistoidentifywhere,howmuchandwhatkindsoflandusewilldevelop.Whenmodellingurbandevelopments,itisnecessarytoconsiderchangesfromvacanttobuilt-up,aswellaschangestothelanduseitself,suchasfromresidentialtocommercial.Simulationtoolsshouldbeusedtostudythesetypesoflandusechanges.Thelandusetypeshouldbedisaggregatedintoresidential,commercial,retail,recreational,industrial,educational,religious,andothercategories.

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Task 3.4 Transport Demand Analysis

Demandforpassengertransportcanbeestimatedusingafour-stepmodel.ThemodeldevelopedcanthenbeusedforanalyzingthehorizonyearsoftheBAUscenario.

Task 3.5 Technology Transitions

Anunderstandingofvehicles,fuelsandCO2emissionsfromelectricityusedintransportationsystemisessentialtounderstandtheimplicationsoftraveldemandonCO2 emissions and air quality.

Task 3.6 CO2 Emissions and Air Quality

Theframeworkforsustainableurbanmobilityneedstoutilisethefourstrategiclevers:urbanform,NonMotorisedTransport(NMT),PublicTransport(PT)andTechnology.Theframeworkshouldstudytheimpactsofalternativestrategiesusingkeyindicatorsformobility,safety,andlocalenvironment,aswellasmoreaggregateindicatorslikeCO2andenergyuse.


TheindicatorsfortheBAUscenario,similartothoseestimatedforthebaseyear,shouldbeanalysedandcompared.


Task 4.1 Framework for Scenario

Thesustainableurbantransportscenarioshouldvisualisesocial,economic,environmentalandtechnologicaltransitionsthroughwhichsocietiesrespondtoclimatechange,localenvironmentandmobilitychallenges.Thescenarioassumesdeepemissionscutsusing lowcarbonenergysources(e.g., renewables,naturalgas,etc.),highlyefficienttechnologies(e.g.,improvedvehicleefficiency),adoptionofbehaviouralandconsumptionstylesconsistentwithsustainabledevelopment,changesinurbandevelopmentandenhanceduseofnon-motorisedand public transport infrastructures.

Task 4.2 Strategies for Sustainable Urban Transport Scenario

Thescenariosdescribedherearerelatedtotheplansandpoliciesaimedatlimitingprivatevehicleusage.Thescenariosalsoassumeanincreaseinmotorisedtransporttosomeextent,whichisinevitablegiventhelowlevelofvehicleuseonapercapitabasis.Therefore,emphasis isalsoplacedonimprovingtechnologyintermsofefficiencyandemissions.Thestrategiescanbetypicallycategorisedintothefollowingfourcategories:

l Changeinurbanstructure

l Improvingnon-motorisedtransport

l Improvingpublictransport

l Technologicalchanges

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Annexures

Thesestrategieswilldeliverfullbenefitsiftheyareimplementedcollectively;howeverforanalysisitmaybeusefultopresentthemonebyonetoseetheindividualeffect.Thestrategiespresentedhereareindicative,andtheconsultantscanadaptthemtoacity’sspecificcircumstances.

A: Urban Structure

Thescenarioshouldexplorealternatedevelopmentstrategiesforreducingtriplengthsandimprovingaccesstopublictransportthroughchangesinzoningregulationsandfloorarearatiotoachievehigherdensity,diversityandbetterdesign.

B: Non-Motorised Transport Infrastructure

ThescenarioshouldconsiderimprovingtheuseofNMTmodeandimprovementofNMTinfrastructurethereof.The scenario should also consider the safety of NMT users.

C: Public Transport

SincemostIndiancitieslackreliablebusservice,twokindsofscenariosforpublictransportshouldbeconsidered:

1. Improvedbusservicewithcompatiblepedestrianandbicycleinfrastructure

2. Improvedbusserviceandmasstransitwithcompatiblepedestrianandbicycleinfrastructure

D: Improving Public Transport, NMT and Urban Structure

ThisscenariolooksathowtheimplementationofNMT,publictransportandurbanstructurestrategiescombineand complement each other.

E: Technology

Technology changes canencompass changes tovehiclesdesign, fueluse,energyuseand reduction inCO2emissions related to electricity.

F: Regulatory and Financial Measures (Incentives and Disincentives)

Awidevarietyofmeasurescanbeundertakentohelpshiftpeoplefromprivatetransportmodestosustainableurbantransportunderaregulatoryandfinancialmeasurescenario.Thesemeasurestrytointernalisethecostofexternalitiesimposedbyprivatevehicles.Thesemaybeincorporatedinthemodelinformofincreasedgeneralisedcostoftravelbyprivatemodes.

Task 4.3 Transport Demand Analysis of Alternative Strategies for Sustainable Urban Transport

Basedontheabovescenario(A,B,C,DandF),improvementininfrastructureforsustainableurbantransportneedstobesuggested.

Task 4.4 Technology Transitions under a Low Carbon Scenario

Inthelowcarbonscenario,thefuelmixisexpectedtodiversifyfurtherfromBAUtowardsbio-fuels,electricityandnaturalgas.Optionsfortechnologytransitionsshouldbesuggested.

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Task 4.5 CO2 Emissions and Air Quality (Refer task 3-6)

ThemodelframeworkissameastheBAUscenarioforestimatingCO2emissionsandairquality.


Sustainable urban transport scenario should be compared with indicators and benchmarks.


ThegoalshouldbetoprovideforComfortablePublicTransport,NMTincorporatedwithothermodesoftransportandFreightmovementplanaspartofCMP.

TheUrbanMobilityPlanshouldbedevelopedinconsultationwithstakeholdersandonthebasisoftheanalysiscarriedunderTasks3and4.Theurbanmobilityplancanbedefinedalongthefollowing lines;however it isimportantthattheplanincludesaphasingplanandimplementationagencies:

i. IntegratedLandUseandUrbanMobilityPlan

ii. PublicTransportImprovementPlan

iii. RoadNetworkDevelopmentPlan

iv. NMTFacilityImprovementPlan

v. FreightMovementPlan

vi. MobilityManagementMeasures

vii. FiscalMeasures

Task 5.1 Mobility Improvement Measures and NUTP Objectives

A table shouldbeprepared summarising the relationshipbetween theNUTPobjectivesand themeasuresproposed intheCMP,togetherwithaclassificationofthemeasuresaccordingtotheir implementationtimeframe(immediate,short,mediumandlongterm).


Proposedprojectsshouldbeevaluatedandprioritisedagainstclearcriteriaandclassifiedintoimmediate,short,mediumandlong-term.AstheCMPisalong-termvisionforthecityauthority,theoverallownershipoftheCMPlieswithULBs.GiventheULB’sdependenceonfunding,acity’sCMPshouldmakearesourceassessmentforalltheprojectslistedintheCMPandshouldsuggestthecityauthority,city-specificandproject-specificindicativesourceoffinancingfortheproject.

2. STUDY DELIVERABLES

TheCMPdocumentshouldbeasperthesamplecontentsattachedherewith.Thestudyistobecompletedwithinxx(ReferTable3).Thedeliverablesarelistedbelow.

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Annexures

Deliverables Submission date (maximum no. Of months from start of work)* No. of copies

<5 lakh 5 – 20 lakh 20 – 40 lakh >40 lakh

Dateofsigningofagreement

M M M M

InceptionReportand Detailed Work Plan

M+1 M+1 M+1 M+1 X

Interim Report M+3 M+6 M+9 M+12 X

Draft Final CMP M+7 M+11 M+17 M+23 X

Final CMP with Executive summary

Within 1 month of receipt of comments




X

*Thetimelinedoesnotincludethetimetakenbytheclientinapprovalsandstakeholdersconsultation

A soft copy including database material (in PDF and Word /Excel /PPT/Dwg format) shall be submitted with each of the above. Even the model developed should be submitted in PDF as well as in the software used for modelling.

3. COST OF CMP PREPARATION

TentativecostforCMPpreparationasper2013priceindexwouldbeasunderwhichmaybeincreasedwiththegrowingpriceindexproportionately.

City Size Rates for New CMP (Rs in Lakh)

Lessthan0.3million 20

0.3-0.5million 30

0.5-1million 40

1-2 million 60

2-4 million 80

4-8 million 120

Above8million 200

110


4. PAYMENT SCHEDULE

PaymentwillbemadeaccordingtothefollowingSchedule,whichisbasedonthesubmissionofdeliverables.

Submission/Acceptance of Payment as% of total:

Sl. No. Component Milestone payment

1 MobilizationAdvance 20%

2 SubmissionofInceptionReportanddetailedworkplan 20%

3 Submission of Interim Report 20%

4 SubmissionofDraftFinalReport 20%

5 SubmissionofFinalReportandExecutivesummary 20%

Total (excluding service tax) 100%

5. INFORMATION ON FIRM AND PROPOSED STAFFING

Theconsultantswillprovidedetailsof relevantexperience in carryingout similarworkalongwitha copyofcertificates/testimonials.CVsforproposedstaffshouldbeincludedwiththeTechnicalProposal.

Staffshouldhaveexperienceinthefollowingdisciplines:

l TeamLeader/UrbanTransportPlanner

l PublicTransportExpert

l LandUseExpert

l NMTPlanningandTrafficManagementSpecialist

l HighwayEngineer

l TrafficSurveyandModellingSpecialist

6. STAKEHOLDER CONSULTATIONS

TheCMPshouldbediscussedwithstakeholdersatvariousstagesofstudythroughoutthestudy.Anadvisorycommitteeandworkshops/seminarsshouldbeorganizedtocoordinateanddevelopaconsensus.Inparticularstakeholderworkshops/seminarsshouldbeheldatthefollowingstages:

l InceptionReport,

l Interim Report, and

l DraftFinalReportstages.

Theprimaryobjectiveshouldbetodevelopaworkingrelationshipwithstakeholdersandtoobtaintheirviewson the CMP.

111

AnnexuresA

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112


Annexure 9. Sample Table of Contents of CMP Document

AnexampleTableofContentsforaCMPdocumentisgivenbelow.Itisillustrative.AdditionalSectionorotherusefulinformationthatenhancestheobjectivesmaybeincluded.

Main Report

Executive Summary1. Background

1.1. Need for the Study1.2. Methodology

2. City Introduction2.1. Planningarea2.2. LanduseDistribution2.3. Mobility Indicators 2.4. Mobility Needs

3. Challenges3.1. TravelCharacteristics3.2. Public Transport3.3. Network3.4. NMT3.5. TrafficManagement3.6. Freight3.7. ExistingLevelofService(ServiceLevelBenchmarks)

4. Mobility Vision for the City4.1. VisionStatement4.2. Goals4.3. Objective

5. Mobility Improvement Measures5.1. IntegratedLandUseandUrbanTransport5.2. PublicTransportImprovementPlan5.3. RoadNetworkDevelopmentPlan5.4. NMTFacilityImprovementPlan5.5. FreightMovementplan5.6. MobilityManagementMeasures5.7. FiscalMeasures5.8. MobilityImprovementMeasuresandNUTPObjectives

6. Implementation Program6.1. PrioritizationofProjects6.2. IdentificationofFundingAgency6.3. ImplementingAgencies

113

Annexures

7. Outcomes 7.1. ImprovementsinMobilityIndicators7.2. ImprovementsinSLB

Annexures

1. Planning Forecast

1.1. DemographicForecasting

1.2. LanduseinHorizonYear

1.3. EconomicForecast

2. Base Year Travel Demand Model

2.1. Introduction

2.2. TransportationStudyProcess

2.3. StudyAreaZoning

2.4. NetworkDevelopment

2.5. BaseYearTravelPattern

2.6. Model Structure

3. Development of Business as Usual (BAU) Scenario

3.1. SocioEconomicTransitions

3.2. CityStructureTransitions(Landuse)

3.3. TravelDemand(FourStepmodeling)

3.4. Transport Infrastructure

3.5. OutcomesofBAUScenario

3.6. EmissionsofCO2 and Local Pollutants

4. Alternative Development Scenario (Low Carbon Scenario)

4.1. UrbanStructure(LandUseStrategy)Strategy

4.2. PublicTransportStrategy

4.3. Mobility&AccessibilityResultsforPTScenario

4.4. Non-MotorisedTransportStrategy

4.5. Mobility&AccessibilityResultsforNMTScenario

4.6. LanduseIntervention,PublicTransportIntervention,Non-MotorisedTransportIntervention

4.7. Mobility&AccessibilityResultsforCombinedScenario

4.8. ComparativeAnalysis

5 Survey Data

6 Details of Traffic Demand Modeling

7 Details of Stakeholder Consultation

8 Self-Appraisal Checklist (enclosed at Annexure 10)

ThetableofcontentisforCMPsofcitieswithmorethan0.5millionpopulationandmaybemodifiedforsmallercities.

114


Annexure 10. Self-Appraisal Checklist to be filled by the consultant/client

Sl. Item Details

Vision/Goal

Study Area

1.0 Introduction

1.1 Socio Economic Characteristics

1.11 CurrentPopulation

1.12 Populationgrowthrate(decadal)

1.13 Projectedpopulation

1.14 Per capita income

1.15 AverageHouseholdsize

1.16 Averagehouseholdincome

1.17 Expenditureontransport

1.18 Area

1.19 PopulationDensity

1.2 Land use (%) Existing Year Master Plan

1.21 Residential

1.22 Commercial

1.23 Public&SemiPublic

1.24 Recreation

1.25 Industrial

1.26 Transportation

1.3 Number of registered vehicles

1.31 Averageannualgrowthofvehicles

1.32 TransportationModesRegistered

a Bus(includingMiniBus)

b IPT

c Car

d Two Wheeler

e NMV

f Freight(LCV&HCV)

1.4 Road network Characteristics

a Totalroadlength

115

Annexures

b DistributionbyRightofWay Right of Way (m) Percentage (%)

<10

10--20

20--30

30--40

40--60

>60

Total

1.5 Rail Network

1.6 Airport

1.7 PublicTransportService

1.8 Goods Terminal

1.9 WorkforceParticipationRate(WFPR)

2.0 Existing Situation

2.1 Traffic Zones

2.2 Zonal Households

2.3 Surveys Undertaken

2.31 RoadNetworkInventory

2.32 Speed&DelaySurveyinpeakandOffpeakhour

2.33 ClassifiedTrafficVolumeCountsSurveys

a OuterCordonlocation

b MidBlocklocation

c ScreenLinelocation

d RoadsideOrigin-DestinationSurveyatcordonpoints

2.34 ClassifiedTurningMovementSurveyatIntersections

2.35 PedestrianVolumeSurvey

2.36 ParkingSurvey

a OnstreetLocations

b OffStreetLocations

2.37 CommuterSurveyatPublicTransportTerminals

2.38 Mass Transport and Intermediate Public Transport (IPT) Passen-gersSurvey

2.39 VehicleOperators’Survey

2.40 HouseholdSurvey

2.4 Survey Results

2.41 Origin-Destinationsurvey

2.42 Intra-cityPublicTransportSurvey

2.43 IntercityBusPassengerSurvey

2.44 IPTSurveys

116


2.45 Speedanddelaysurveys

2.46 Parkingsurvey

2.47 PedestrianSurveys

2.48 Inventorysurveys

2.49 MidBlockSurvey

2.50 ScreenLineCountSurvey

2.51 IntersectionSurveys

2.52 TravelCharacteristics

a SocioEconomicCharacteristics

b TravelCharacteristics

3.0 Urban Transport Benchmarking

3.1 Air Quality Status in the city

3.1.1 SO2Level

3.1.2 NO2Level

3.1.3 COLevel

3.1.4 PM 2.5

3.1.5 PM10

3.2 Comprehensive Environmental Pollution Index (CEPI)

3.3 Urban Transport Benchmarking

3.3.1 Public Transport

a PresenceofOrganizedPublicTransportSysteminUrbanArea

b Extentofsupply-availabilityofpublictransport

c servicecoverageofpublictransportinthecity-busroutenet-work density

d AverageWaitingtimeforintracitypublictransportusers

e %fleetasperurbanbusspecificationsoperating

3.3.2 TravelSpeedsalongMajorCorridors

a AverageTravelspeedsofpersonalvehicles

b AverageTravelspeedsofpublictransport

3.3.3 Road Safety

a Fatalitiesperlakhpopulation

3.3.4 PollutionLevels

a SO2

b OxidesofNitrogen

c CO

d PM 2.5

e PM10

3.3.5 Overall

117

Annexures

4.0 Junction Improvement Plans

4.1 Junction improvement plans

4.2 Submissions

4.3 Suggested Improvement Measures

4.3.1 GeometricDesign

4.3.2 LaneMarkings

4.3.3 RelocationofBusStopsandPetrolPumps

4.3.4 JunctionSignalisation

4.3.5 ApproachtoServiceLanes

4.3.6 TrafficManagementMeasures

4.3.7 Pedestrian Infrastructure Proposals

4.3.8 AlignmentImprovementofApproachRoads

4.3.9 AreaTrafficPlans(ATP)

5.0 Base Year Model

5.1 LanduseForecast Sub Area Population Employment

5.2 Tripgenerationmodeldeveloped(homebasedworktripsmodewise)

Area Equation R2

5.3 TripAttractionmodeldeveloped(homebasedworktripsmodewise)

5.4 TripDistributionbyusingGravitymodel Doublyconstraintgravitymodel:Tijm = ri Gi Sj AjFijm Calibrated Mode choice parameters

Mode K α β

5.5 Modal Split Mode Trip %Share ExternalTrips

Total Trips

5.6 TripAssignment(linkv/ccondition) S. No. Road V/CRatio Avg

5.7 ModelValidation

6.0 Strategies for Transport Development

6.1 Development Scenarios

6.1.1 Scenariosdeveloped

118


6.1.2 Selected Scenario

6.1.3 ConsiderationsunderCMPScenario

6.2 Transport Scenarios

6.2.1 DemandForecast

6.2.2 ScenarioEvaluationCriteria

6.2.3 Scenariosdeveloped

6.2.4 Scenarioselectedonthebasisofpredefinedevaluationcriteria

6.2.5 HighlightsofCMPScenario

7.0 Mobility Management Measures

7.1 Core Area Improvement

7.2 Traffic Control and Road Safety

8.0 Transport System Plan: 2031

8.1 Focus

8.2 Road Network Development Plan

8.2.1 Mobility Corridors

8.2.2 RoadWidening

8.2.3 MissingLinks

8.2.4 RailwayOver/UnderBridgesatLevelCrossings

8.2.5 FlyoverProposals

8.3 Public Transport Plan

8.3.1 Focus

8.3.2 Proposed Mass Rapid Transit Corridors

a Mass Rapid Transit

b BusSystemImprovementPlan

c TypicalCross-sectionaldetailsofRightofWay

8.3.3 Bus Infrastructure Requirement

8.3.4 Intra-cityInterchanges

8.3.5 ParaTransitImprovementPlan

8.3.6 OtherMeasures

8.4 NMT Improvement Plan

8.4.1 Recommended Measures

8.4.2 GradeSeparatedPedestrianFacilities(GSPF)

8.5 Regional Traffic

8.5.1 Inter State Bus Terminals (ISBT)

8.5.2 PassengerRailTerminals

8.5.3 FreightTerminals

8.6 Parking

8.7 Integration of Land use and Transport Planning

9.0 Regulatory and Institutional Measures

9.1 Regulatory Measures

119

Annexures

9.2 Institutional Measures

10.0 FiscalMeasures

10.1 FarePolicyforPublicTransport

10.2 AutomaticFareRevision

10.3 ParkingPricingStrategy

11.0 Mobility Improvement Measures and NUTP Objectives

12.0 Serice Level Benchmarking

13.0 Stake Holder Consultations

13.1 Stakeholders consulted for preparing CMP

13.2 Major Inputs

14.0 Investment and Implementation Program (Phasewise)

14.1 Public Transport Projects

14.2 Road Infrastructure Improvement Projects

14.3 Parking

14.4 Junction Improvement (29 Junctions)

14.5 Freight Terminals

14.6 Total Investment Requirements

14.7 Funding Plan

14.8 Agenda for Action

15.0 Projects other than JNNURM:

NOTES:

120


Annexure 11. Indicative Checklist for Evaluating CMPs

ThisAnnexureprovidesatentativechecklistofthemainpointstobepresentedinaCMP.ItisdesignedtoassistwiththeCMPevaluationprocess.

Yes Partial None

EvaluationofCMPVision

Isthevisioninlinewithsustainabletransportsystemdefinition?

IsthekeyfocusareaofNUTPi.e.planningforpeopletakencareof?

IsitconsistentwithvisionofCDP/MasterPlan?Ifnot,gapareaidentified?

IsastakeholderandcitizeninvolvementconsideredwhilepreparingvisionforCMP?Involvement/consultationshouldbethroughoutthestudy.

EvaluationofCMPcontent

Sustainabilityindicator–Accessandequitye.g.equitableallocationofroadspace,connectivityofslum/urbanpoorresidentialareasattended?

Arethespecialrecommendationsformobilityofthephysicallychallenged,women,childrenandelderlymade?

Are the integrated landuseand transportdevelopmentalongwithpromotingbalancedregionalgrowth,inlinewithregionaldevelopmentstrategiesmade?

Ismasstransportationpromoted?

IsNMTpromoted?

Areeffectivetrafficdemandmanagementprinciplesandsystemsproposed?

Istheuseofcleanalternativefuelslikeelectricityfromclean/renewablesourcesinpublic,privateandIPTvehiclespromoted?

Isefficientmovementoffreighttrafficplanned/promoted?

Scope of CMP

Arethetargetareasandplanninghorizonsclearlyidentified?

ExistingLandUsePlan

DoestheCMPfullyreviewtheexistinglanduseplans?

Havelanduseissuesinrelationtomobilityimprovementbeenidentified?

ExistingTransportSystem

DoestheCMPreviewtheexistingreports,plansandproposals?

DoestheCMPreviewandsummarizetheexistingtransportinfrastructure?

DoestheCMPreviewandsummarizetheexistingpublictransportsystem?

DoestheCMPreviewenvironmentalandsocialconditions?

ExistingTransportDemand

Havethenecessarydataforexistingtransportdemandbeencollected,basedonthespecifiedformats?

Has thebase-year transportdemandmodelbeendevelopedwith thepropermethodology?

121

Annexures

Yes Partial None

Doesthebase-yeartransportdemandmodelestimatetrafficvolumeswithahighcorrelationtoobservedtrafficvolumes?

AnalysisoftheExistingTraffic/TransportEnvironment

DoestheCMPshowadequatelytrafficcharacteristics?

Has an analysis of the road network been carried out, based on theresults of a base-yeartransportdemandmodel?

Havespecific issues for thecitybeen identified,basedoncomparativeanalyseswithdatafromothercities?

Haveissueswiththeexistingtraffic/transportenvironmentbeenaddressed,withreferencetocompiledinformationanddata?

Land Use Scenarios

For citieswithaMasterPlan:Has the landuse scenariosassumedin theCMPreflectedthegrowthpatternindicatedintheMasterPlan?

ForcitieswithoutaMasterPlan:Haverealisticandfeasiblelandusescenariosbeendeveloped,consideringtheexistingsituation?

Transport Network Scenarios

Haverealisticandfeasibletransportnetworkscenariosbeendeveloped?

EvaluationofStrategicLandUseandTransportPatterns

Isthereappropriateconsistencybetweenthemodelandfuturetransportnetwork/landusescenarios?

Haseachscenariobeenevaluatedandcomparedwiththeindicatorslistedinthetoolkit?

Hasthenetworkevaluationbeenconductedwithscenariosbasedontheproposedmeasures?

MobilityFramework

Doesthemobilityframeworkproperlydescribethefuturemobilitystrategy?

Doesthemobilityframeworkfocusonintegrationoftransportdevelopmentandlanduseplanning?

Havethemobility frameworkandassociatedproposedmeasuresbeenrevised,basedontheresultsofthenetworkevaluation?

Doesthemobility framework includeconsiderationofnon-motorisedtransport(NMT),includingpedestriantraffic?

MobilityImprovementMeasures

Aretheproposedurbantransportmeasuresbasedonthemobilityframework?

Havesufficientpublictransportmeasuresbeenincluded?

Havesufficienttrafficmanagementmeasuresbeenincluded?

SocialandEnvironmentalConsiderations

Havethesocialandenvironmentalconsiderationbeenaddressedappropriately?

122


Annesure 12. List of Maps to be Prepared

1. MapsofRoadNetworkInventoryincluding:

a. Locationofexistingfootpaths

b. Majorintersectionlocations

c. Existingcycletracksandwidths

d. Locationofexistingdedicatedbuslanes

e. Existingbusstops–withandwithoutshelters

f. Existingbusterminalsanddepots

g. Existingpara-transitstops

h. ROWofallmajorstreets

i. Locationofon-street/off-streetparking

j. Locationofregulatedparking

2. MapsofPublicTransportSystems:

a. Key bus routes

b. Key para-transit routes

c. Frequencycountsduringpeakhoursalongtransitroutes(includingbusandpara-transit)

d. Occupancycountsduringpeakhoursalongtransitroutes(includingbusandpara-transit)

3. Roadsafetymaps:

a. Keycrashlocations/blackspots

123

Annexures

Option1:Thesocio-demographicforecastindicatesthatinthefutureyear,thenumberofhouseholdmembersperearner will reduce, that is there are more earners in each family. The decision maker can then take the decision toincreasethedensityinoneoftheperipheralareasofthecity.ThiswillmeanthattheforecastofthetravelbehaviourA(asshowninfigureabove)forthesameareawillbereflectedastravelbehaviourB(asshowninfigureabove)forthefutureyear.

Option2:Thedecisionmakerinthiscaseadoptsallstrategiesofoption1,butalsoplanstoconvertamono-centrictowntoapoly-centrictownensuringthedistancefromanywhereinthetowntoasub-centreinthetownisnotmorethan2.5kilometer.InthiscasetheforecastedtravelbehaviourwillbeC.

Likewisethedecisionmakerscanlookatseveraloptionsthatwillhelpthemachievetheirsustainabletransportobjective,andimplementthebest-suitedobjective.Intheaboveexampleonlythreeindicatorsareused(Populationdensity,distancefromcitycentre,HHmembersperearnerinthehousehold.However,adifferentsetofindicatorsormorecanbeusedtogenerateasimilarcross-classificationtableforbetterdecisionmaking.ForexampleforaPT-relateddecision,theindicatordistancefrom/toPTstopcanbeincludedasthefourthindicatorinthiscross-classificationtable.Forwalkandbicyclechoice,roadsafetyrelatedindicatorcouldhavebeenincludedinthiscross-classificationtable.

Annexure 13. Example of cross-classification method

124


Documents

Comprehensive Mobility Plan (CMP) – A Toolkit - Government